wärtsilä 20 product guide€¦ · · 2013-08-08iv product guide wärtsilä 20 - 3/2009 product...

WÄRTSILÄ 20 PRODUCT GUIDE

IntroductionThis Product Guide provides data and system proposals for the early design phase of marine engine install-ations. For contracted projects specific instructions for planning the installation are always delivered. Anydata and information herein is subject to revision without notice. This 3/2009 issue replaces all previousissues of the Wärtsilä 20 Project Guides.

UpdatesPublishedIssue

Chapters Technical Data and Lubricating Oil System updated19.11.20093/2009

Chapter Exhaust Emissions updated, service spaces updated, structure borne noiseadded and other minor updates

02.09.20092/2009

Chapter Operating Ranges updated and other minor updates31.01.20091/2009

Dimensional drawings added, Compact Silencer System added, PTO arrangement up-dated, priming pump capacity increased

26.11.20085/2008

Chapter compressed air system updated, technical data added for IMO Tier 2 enginesand other minor updates.

29.08.20084/2008

Wärtsilä, Ship Power Technology

Vaasa, November 2009

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED ASWAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGNOF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUB-LISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONSIN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEINGDIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIR-CUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE,SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATIONCONTAINED THEREIN.

COPYRIGHT © 2009 BY WÄRTSILÄ FINLAND OY

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIORWRITTEN PERMISSION OF THE COPYRIGHT OWNER.

Product Guide Wärtsilä 20 - 3/2009 iii

Product GuideIntroduction

Table of Contents

11. Main Data and Outputs .............................................................................................................................11.1 Maximum continuous output ............................................................................................................21.2 Reference conditions ........................................................................................................................21.3 Operation in inclined position ...........................................................................................................31.4 Dimensions and weights ..................................................................................................................

52. Operating ranges ......................................................................................................................................52.1 Engine operating range ....................................................................................................................62.2 Loading capacity ..............................................................................................................................82.3 Low air temperature ........................................................................................................................92.4 Operation at low load and idling .......................................................................................................

103. Technical Data ...........................................................................................................................................103.1 Wärtsilä 4L20 ...................................................................................................................................123.2 Wärtsilä 6L20 ...................................................................................................................................143.3 Wärtsilä 8L20 ...................................................................................................................................163.4 Wärtsilä 9L20 ...................................................................................................................................

184. Description of the Engine .........................................................................................................................184.1 Definitions .........................................................................................................................................184.2 Main components and systems ........................................................................................................214.3 Cross sections of the engine ............................................................................................................224.4 Overhaul intervals and expected lifetimes ........................................................................................

235. Piping Design, Treatment and Installation ..............................................................................................235.1 Pipe dimensions ...............................................................................................................................245.2 Trace heating ....................................................................................................................................245.3 Operating and design pressure ........................................................................................................255.4 Pipe class .........................................................................................................................................255.5 Insulation ..........................................................................................................................................255.6 Local gauges ....................................................................................................................................255.7 Cleaning procedures ........................................................................................................................265.8 Flexible pipe connections .................................................................................................................275.9 Clamping of pipes .............................................................................................................................

296. Fuel Oil System .........................................................................................................................................296.1 Acceptable fuel characteristics .........................................................................................................346.2 Internal fuel oil system .....................................................................................................................366.3 External fuel oil system ....................................................................................................................

517. Lubricating Oil System .............................................................................................................................517.1 Lubricating oil requirements .............................................................................................................527.2 Internal lubricating oil system ...........................................................................................................547.3 External lubricating oil system ..........................................................................................................597.4 Crankcase ventilation system ...........................................................................................................607.5 Flushing instructions ........................................................................................................................

618. Compressed Air System ...........................................................................................................................618.1 Internal compressed air system .......................................................................................................628.2 External compressed air system ......................................................................................................

659. Cooling Water System ..............................................................................................................................659.1 Water quality ...................................................................................................................................669.2 Internal cooling water system ...........................................................................................................699.3 External cooling water system ..........................................................................................................

8010. Combustion Air System ...........................................................................................................................8010.1 Engine room ventilation ....................................................................................................................

iv Product Guide Wärtsilä 20 - 3/2009

Product GuideTable of Contents

8110.2 Combustion air system design .........................................................................................................

8411. Exhaust Gas System .................................................................................................................................8411.1 Internal exhaust gas system .............................................................................................................8511.2 Exhaust gas outlet ............................................................................................................................8611.3 External exhaust gas system ...........................................................................................................

9112. Turbocharger Cleaning .............................................................................................................................9112.1 Turbine cleaning system ...................................................................................................................9112.2 Compressor cleaning system ...........................................................................................................

9213. Exhaust Emissions ...................................................................................................................................9213.1 Diesel engine exhaust components .................................................................................................9313.2 Marine exhaust emissions legislation ...............................................................................................9513.3 Methods to reduce exhaust emissions .............................................................................................

9814. Automation System ..................................................................................................................................9814.1 UNIC C1 ..........................................................................................................................................

10414.2 UNIC C2 ...........................................................................................................................................10914.3 Functions ..........................................................................................................................................11014.4 Alarm and monitoring signals ...........................................................................................................11114.5 Electrical consumers ........................................................................................................................

11315. Foundation .................................................................................................................................................11315.1 Steel structure design ......................................................................................................................11315.2 Mounting of main engines ................................................................................................................11715.3 Mounting of generating sets .............................................................................................................11915.4 Flexible pipe connections .................................................................................................................

12016. Vibration and Noise ..................................................................................................................................12016.1 External forces and couples .............................................................................................................12116.2 Mass moments of inertia ..................................................................................................................12216.3 Structure borne noise .......................................................................................................................12316.4 Air borne noise .................................................................................................................................

12417. Power Transmission .................................................................................................................................12417.1 Flexible coupling ...............................................................................................................................12517.2 Clutch ...............................................................................................................................................12517.3 Shaft locking device ..........................................................................................................................12617.4 Power-take-off from the free end ......................................................................................................12717.5 Input data for torsional vibration calculations ...................................................................................12817.6 Turning gear .....................................................................................................................................

12918. Engine Room Layout ................................................................................................................................12918.1 Crankshaft distances ........................................................................................................................13018.2 Space requirements for maintenance ..............................................................................................13018.3 Transportation and storage of spare parts and tools ........................................................................13018.4 Required deck area for service work ................................................................................................

13419. Transport Dimensions and Weights ........................................................................................................13419.1 Lifting of engines ..............................................................................................................................13519.2 Engine components ..........................................................................................................................

13720. Product Guide Attachments .....................................................................................................................

13821. ANNEX ........................................................................................................................................................13821.1 Unit conversion tables ......................................................................................................................13921.2 Collection of drawing symbols used in drawings ..............................................................................

Product Guide Wärtsilä 20 - 3/2009 v

Product GuideTable of Contents

vi Product Guide Wärtsilä 20 - 3/2009

Product Guide

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1. Main Data and OutputsThe Wärtsilä 20 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct injectionof fuel.

200 mmCylinder bore .................................................

280 mmStroke ............................................................

8.8 l/cylPiston displacement ......................................

2 inlet valves and 2 exhaust valvesNumber of valves ...........................................

4, 6, 8, 9, in-lineCylinder configuration ...................................

Clockwise, counterclockwise on requestDirection of rotation .......................................

900, 1000 rpmSpeed ............................................................

8.4, 9.3 m/sMean piston speed ........................................

1.1 Maximum continuous outputTable 1.1 Rating table for Wärtsilä 20

Generating setsMain enginesCylinderconfiguration 1000 rpm / 50 Hz900 rpm / 60 Hz1000 rpm

Generator [kVA]Engine [kW]Generator [kVA]Engine [kW]bhpkW

9508008807401080800W 4L20

142012001320111016301200W 6L20

190016001760148021701600W 8L20

214018001980166524401800W 9L20

The mean effective pressure pe can be calculated as follows:

where:

Mean effective pressure [bar]Pe =

Output per cylinder [kW]P =

Engine speed [r/min]n =

Cylinder diameter [mm]D =

Length of piston stroke [mm]L =

Operating cycle (4)c =

Product Guide Wärtsilä 20 - 3/2009 1

Product Guide1. Main Data and Outputs

1.2 Reference conditionsThe output is available up to a charge air coolant temperature of max. 38°C and an air temperature of max.45°C. For higher temperatures, the output has to be reduced according to the formula stated in ISO 3046-1:2002 (E).

The specific fuel oil consumption is stated in the chapter Technical data. The stated specific fuel oil con-sumption applies to engines without engine driven pumps, operating in ambient conditions according toISO 15550:2002 (E). The ISO standard reference conditions are:

100 kPatotal barometric pressure

25°Cair temperature

30%relative humidity

25°Ccharge air coolant temperature

Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 3046-1:2002.

1.3 Operation in inclined positionMax. inclination angles at which the engine will operate satisfactorily.

15°Transverse inclination, permanent (list) ..................

22.5°Transverse inclination, momentary (roll) .................

10°Longitudinal inclination, permanent (trim) ...............

10°Longitudinal inclination, momentary (pitch) ............

2 Product Guide Wärtsilä 20 - 3/2009


1.4 Dimensions and weightsFigure 1.1 Main engines (3V92E0068c)

KIHHF2F1EDCC*BB*AA*Engine

98071815514807257253251800148313482510W 4L20

98071815520808246243251800157915801348152831083292W 6L20

98071815526808246243251800171317561465161437834011W 8L20

98071815529808246243251800171317561449161440764299W 9L20

F1 for dry sump and F2 for deep wet sump

WeightTT*SS*RR*PP*NN*MM*Engine

7.2349694248920665854W 4L20

9.33432667637623283289711200663589950951W 6L20

11.03393298639073903901000122473870810841127W 8L20

11.63393298639073903901000122473169610841127W 9L20

* Turbocharger at flywheel endDimensions in mm. Weight in tons.



Figure 1.2 Generating sets (3V58E0576d)

Weight *ML*K*IH*G*F*E*D*C*BA*Engine

14.0116823381580/173018001770/19201270/1420990725246040506654910W 4L20

16.812992243/2323/23731580/1730/188018001770/1920/20701270/1420/1570895/975/1025725230045756635325W 6L20

20.713902474/25241730/188018001920/20701420/15701025/1075725231051007316030W 8L20

23.813902524/25741880/211018002070/23001570/18001075/1125725258054007316535W 9L20

* Dependent on generator type and size.Dimensions in mm. Weight in tons.



2. Operating ranges

2.1 Engine operating rangeBelow nominal speed the load must be limited according to the diagrams in this chapter in order to maintainengine operating parameters within acceptable limits. Operation in the shaded area is permitted only tem-porarily during transients. Minimum speed and speed range for clutch engagement are indicated in thediagrams, but project specific limitations may apply.

2.1.1 Controllable pitch propellersAn automatic load control system is required to protect the engine from overload. The load control reducesthe propeller pitch automatically, when a pre-programmed load versus speed curve (“engine limit curve”)is exceeded, overriding the combinator curve if necessary. The engine load is derived from fuel rack positionand actual engine speed (not speed demand).

The propulsion control should also include automatic limitation of the load increase rate. Maximum loadingrates can be found later in this chapter.

The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so thatthe specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specifiedloading condition. The power demand from a possible shaft generator or PTO must be taken into account.The 15% margin is a provision for weather conditions and fouling of hull and propeller. An additional enginemargin can be applied for most economical operation of the engine, or to have reserve power.

Figure 2.1 Operating field for CP Propeller

2.1.2 Fixed pitch propellersThe thrust and power absorption of a given fixed pitch propeller is determined by the relation between shipspeed and propeller revolution speed. The power absorption during acceleration, manoeuvring or towingis considerably higher than during free sailing for the same revolution speed. Increased ship resistance, forreason or another, reduces the ship speed, which increases the power absorption of the propeller over thewhole operating range.


Product Guide2. Operating ranges

Loading conditions, weather conditions, ice conditions, fouling of hull, shallow water, and manoeuvringrequirements must be carefully considered, when matching a fixed pitch propeller to the engine. Thenominal propeller curve shown in the diagram must not be exceeded in service, except temporarily duringacceleration and manoeuvring. A fixed pitch propeller for a free sailing ship is therefore dimensioned sothat it absorbs max. 85% of the engine output at nominal engine speed during trial with loaded ship. Typ-ically this corresponds to about 82% for the propeller itself.

If the vessel is intended for towing, the propeller is dimensioned to absorb 95% of the engine power atnominal engine speed in bollard pull or towing condition. It is allowed to increase the engine speed to101.7% in order to reach 100% MCR during bollard pull.

A shaft brake should be used to enable faster reversing and shorter stopping distance (crash stop). Theship speed at which the propeller can be engaged in reverse direction is still limited by the windmillingtorque of the propeller and the torque capability of the engine at low revolution speed.

Figure 2.2 Operating field for FP Propeller

FP propellers in twin screw vessels

Requirements regarding manoeuvring response and acceleration, as well as overload with one engine outof operation must be very carefully evaluated if the vessel is designed for free sailing, in particular if openpropellers are applied. If the bollard pull curve significantly exceeds the maximum overload limit, accelerationand manoeuvring response can be very slow. Nozzle propellers are less problematic in this respect.

2.1.3 DredgersMechanically driven dredging pumps typically require a capability to operate with full torque down to 70%or 80% of nominal engine speed. This requirement results in significant de-rating of the engine.

2.2 Loading capacityControlled load increase is essential for highly supercharged diesel engines, because the turbochargerneeds time to accelerate before it can deliver the required amount of air. A slower loading ramp than the



maximum capability of the engine permits a more even temperature distribution in engine componentsduring transients.

The engine can be loaded immediately after start, provided that the engine is pre-heated to a HT-watertemperature of 60…70ºC, and the lubricating oil temperature is min. 40 ºC.

The ramp for normal loading applies to engines that have reached normal operating temperature.

2.2.1 Mechanical propulsionFigure 2.3 Maximum recommended load increase rates for variable speed engines

The propulsion control must include automatic limitation of the load increase rate. If the control system hasonly one load increase ramp, then the ramp for a preheated engine should be used. In tug applications theengines have usually reached normal operating temperature before the tug starts assisting. The “emergency”curve is close to the maximum capability of the engine.

If minimum smoke during load increase is a major priority, slower loading rate than in the diagram can benecessary below 50% load.

Large load reductions from high load should also be performed gradually. In normal operation the loadshould not be reduced from 100% to 0% in less than 15 seconds. When absolutely necessary, the loadcan be reduced as fast as the pitch setting system can react (overspeed due to windmilling must be con-sidered for high speed ships).



2.2.2 Diesel electric propulsion and auxiliary enginesFigure 2.4 Maximum recommended load increase rates for engines operating at nominal speed

In diesel electric installations loading ramps are implemented both in the propulsion control and in thepower management system, or in the engine speed control in case isochronous load sharing is applied. Ifa ramp without knee-point is used, it should not achieve 100% load in shorter time than the ramp in thefigure. When the load sharing is based on speed droop, the load increase rate of a recently connectedgenerator is the sum of the load transfer performed by the power management system and the load increaseperformed by the propulsion control.

The “emergency” curve is close to the maximum capability of the engine and it shall not be used as thenormal limit. In dynamic positioning applications loading ramps corresponding to 20-30 seconds from zeroto full load are however normal. If the vessel has also other operating modes, a slower loading ramp is re-commended for these operating modes.

In typical auxiliary engine applications there is usually no single consumer being decisive for the loadingrate. It is recommended to group electrical equipment so that the load is increased in small increments,and the resulting loading rate roughly corresponds to the “normal” curve.

In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. If the ap-plication requires frequent unloading at a significantly faster rate, special arrangements can be necessaryon the engine. In an emergency situation the full load can be thrown off instantly.

Maximum instant load steps

The electrical system must be designed so that tripping of breakers can be safely handled. This requiresthat the engines are protected from load steps exceeding their maximum load acceptance capability. Themaximum permissible load step is 33% MCR. The resulting speed drop is less than 10% and the recoverytime to within 1% of the steady state speed at the new load level is max. 5 seconds.

When electrical power is restored after a black-out, consumers are reconnected in groups or in a fast se-quence with few generators on the busbar, which may cause significant load steps. The engine must beallowed to recover for at least 7 seconds before applying the following load step, if the load is applied inmaximum steps.

Start-up time

A diesel generator typically reaches nominal speed in about 20...25 seconds after the start signal. The ac-celeration is limited by the speed control to minimise smoke during start-up.

2.3 Low air temperatureIn cold conditions the following minimum inlet air temperatures apply:

• Starting + 5ºC



• Idling - 5ºC

• High load - 10ºC

For further guidelines, see chapter Combustion air system design.

2.4 Operation at low load and idlingThe engine can be started, stopped and operated on heavy fuel under all operating conditions. Continuousoperation on heavy fuel is preferred rather than changing over to diesel fuel at low load operation andmanoeuvring. The following recommendations apply:

Absolute idling (declutched main engine, disconnected generator)

• Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling before stop isrecommended.

• Maximum 6 hours if the engine is to be loaded after the idling.

Operation below 20 % load on HFO or below 10 % load on MDF

• Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine must beloaded to minimum 70 % of the rated output.

Operation above 20 % load on HFO or above 10 % load on MDF

• No restrictions.



3. Technical Data

3.1 Wärtsilä 4L20

AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 4L20

200185200185200200kWCylinder output

1000900100090010001000RPMEngine speed

800740800740800800kWEngine output

2.732.82.732.82.732.73MPaMean effective pressure

Combustion air system (Note 1)

1.491.371.651.521.551.65kg/sFlow at 100% load

454545454545°CTemperature at turbocharger intake, max.

50...7050...7050...7050...7050...7050...70°CTemperature after air cooler (TE601)

Exhaust gas system (Note 2)

1.551.421.621.51.621.7kg/sFlow at 100% load

1.431.311.421.311.391.45kg/sFlow at 85% load

1.281.161.281.171.21.28kg/sFlow at 75% load

0.90.810.930.820.80.83kg/sFlow at 50% load

370370320315340320°CTemperature after turbocharger, 100% load (TE517)




3.03.03.03.03.03.0kPaBackpressure, max.

320306314301319321mmCalculated pipe diameter for 35 m/s

Heat balance (Note 3)

175166185180175185kWJacket water, HT-circuit

275251270245275270kWCharge air, LT-circuit

130122130110125130kWLubricating oil, LT-circuit

333233323333kWRadiation

Fuel system (Note 4)

700±50700±50700±50700±50700±50700±50kPaPressure before injection pumps (PT101)

0.870.780.870.780.870.87m3/hFuel flow to engine, approx.

16... 2416... 2416... 2416... 2416... 2416... 24cStHFO viscosity before engine

1.81.81.81.81.81.8cStMDF viscosity, min.

140140140140140140°CMax. HFO temperature before engine (TE101)

199198196194197196g/kWhFuel consumption at 100% load




3.33.13.23.23.32.7kg/hClean leak fuel quantity, MDF at 100% load

0.70.60.60.60.70.5kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

450450450450450450kPaPressure before bearings, nom. (PT201)

202020202020kPaSuction ability main pump, including pipe loss, max.

808080808080kPaPriming pressure, nom. (PT201)

202020202020kPaSuction ability priming pump, including pipe loss, max.

666666666666°CTemperature before bearings, nom. (TE201)

787878787878°CTemperature after engine, approx.

282528253535m³/hPump capacity (main), engine driven

181818181818m³/hPump capacity (main), stand-by

8.6 / 10.58.6 / 10.58.6 / 10.58.6 / 10.58.6 / 10.58.6 / 10.5m³/hPriming pump capacity, 50Hz/60Hz

0.270.270.270.270.270.27m³Oil volume, wet sump, nom.

1.11.01.11.01.11.1m³Oil volume in separate system oil tank

252525252525micronsFilter fineness, nom.

0.50.50.50.50.50.5g/kWhOil consumption at 100% load, max.

0.30.30.30.30.30.3kPaCrankcase ventilation backpressure, max.

1.4...2.21.4...2.21.4...2.21.4...2.21.4...2.21.4...2.2litersOil volume in speed governor

Cooling water system

High temperature cooling water system

200 + static200 + static200 + static200 + static200 + static200 + statickPaPressure at engine, after pump, nom. (PT401)

500500500500350350kPaPressure at engine, after pump, max. (PT401)

838383838383°CTemperature before cylinder, approx. (TE401)


Product Guide3. Technical Data

AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 4L20


1000900100090010001000RPMEngine speed

919191919191°CTemperature after engine, nom.

202020202020m³/hCapacity of engine driven pump, nom.

909090909090kPaPressure drop over engine, total

120120120120120120kPaPressure drop in external system, max.

0.090.090.090.090.090.09m³Water volume in engine

70...15070...15070...15070...15070...15070...150kPaPressure from expansion tank

Low temperature cooling water system



25...3825...3825...3825...3825...3825...38°CTemperature before engine, min...max


303030303030kPaPressure drop over charge air cooler

303030303030kPaPressure drop over oil cooler



Starting air system

300030003000300030003000kPaPressure, nom.

300030003000300030003000kPaPressure, max.

180018001800180018001800kPaLow pressure limit in air vessels

0.40.40.40.40.40.4Nm3Starting air consumption, start (successful manual)

1.21.21.21.21.21.2Nm3Starting air consumption, start (failed remote)

Notes:

At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance 5%.Note 1

At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5% and temperature tolerance 15°C.Note 2

At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance for cooling water heat 10%, tolerance for radiation heat 30%.Fouling factors and a margin to be taken into account when dimensioning heat exchangers.

Note 3

According to ISO 3046/1, lower calorific value 42 700 kJ/kg, with engine driven pumps. Tolerance 5%. Load according to propeller law for mechanical propulsionengines (ME).

Note 4

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.



3.2 Wärtsilä 6L20

AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 6L20


1000900100090010001000RPMEngine speed

120011101200111012001200kWEngine output



2.32.112.52.342.392.5kg/sFlow at 100% load




2.382.182.572.42.482.57kg/sFlow at 100% load

2.182.012.292.112.122.25kg/sFlow at 85% load

1.961.782.071.911.841.95kg/sFlow at 75% load

1.371.251.511.321.231.23kg/sFlow at 50% load



















































AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 6L20


1000900100090010001000RPMEngine speed












Starting air system

300030003000300030003000kPaPressure, nom.

300030003000300030003000kPaPressure, max.




Notes:




Note 3


Note 4







3.3 Wärtsilä 8L20

AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 8L20


1000900100090010001000RPMEngine speed

160014801600148016001600kWEngine output



3.012.763.313.063.143.32kg/sFlow at 100% load




3.112.853.43.153.243.42kg/sFlow at 100% load

2.852.623.02.72.772.84kg/sFlow at 85% load

2.562.332.662.452.42.48kg/sFlow at 75% load

1.81.631.851.71.611.62kg/sFlow at 50% load



















































AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 8L20


1000900100090010001000RPMEngine speed












Starting air system

300030003000300030003000kPaPressure, nom.

300030003000300030003000kPaPressure, max.




Notes:




Note 3


Note 4







3.4 Wärtsilä 9L20

AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 9L20


1000900100090010001000RPMEngine speed

180016651800166518001800kWEngine output



3.523.173.793.53.723.79kg/sFlow at 100% load




3.573.273.93.63.723.9kg/sFlow at 100% load

3.273.013.43.13.183.3kg/sFlow at 85% load

2.942.673.12.82.762.95kg/sFlow at 75% load

2.061.872.11.931.851.95kg/sFlow at 50% load



















































AE/DEIMO Tier 2

AE/DEIMO Tier 2

AE/DEIMO Tier 1

AE/DEIMO Tier 1

MEIMO Tier 2

MEIMO Tier 1

Wärtsilä 9L20


1000900100090010001000RPMEngine speed












Starting air system

300030003000300030003000kPaPressure, nom.

300030003000300030003000kPaPressure, max.




Notes:




Note 3


Note 4







4. Description of the Engine

4.1 DefinitionsFigure 4.1 In-line engine definitions (1V93C0029)

4.2 Main components and systems

4.2.1 Engine blockThe engine block is a one piece nodular cast iron component with integrated channels for lubricating oiland cooling water.

The main bearing caps are fixed from below by two hydraulically tensioned screws. They are guided sidewaysby the engine block at the top as well as at the bottom. Hydraulically tightened horizontal side screws atthe lower guiding provide a very rigid crankshaft bearing.

4.2.2 CrankshaftThe crankshaft is forged in one piece and mounted on the engine block in an under-slung way.

4.2.3 Connecting rodThe connecting rod is of forged alloy steel. All connecting rod studs are hydraulically tightened. Oil is ledto the gudgeon pin bearing and piston through a bore in the connecting rod.

4.2.4 Main bearings and big end bearingsThe main bearings and the big end bearings are of the Al based bi-metal type with steel back.

4.2.5 Cylinder linerThe cylinder liners are centrifugally cast of a special grey cast iron alloy developed for good wear resistanceand high strength. They are of wet type, sealed against the engine block metallically at the upper part andby O-rings at the lower part. To eliminate the risk of bore polishing the liner is equipped with an anti-polishingring.

4.2.6 PistonThe piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt is pressurelubricated, which ensures a well-controlled oil flow to the cylinder liner during all operating conditions. Oil


Product Guide4. Description of the Engine

is fed through the connecting rod to the cooling spaces of the piston. The piston cooling operates accordingto the cocktail shaker principle. The piston ring grooves in the piston top are hardened for better wear res-istance.

4.2.7 Piston ringsThe piston ring set consists of two directional compression rings and one spring-loaded conformable oilscraper ring. All rings are chromium-plated and located in the piston crown.

4.2.8 Cylinder headThe cylinder head is made of grey cast iron. The thermally loaded flame plate is cooled efficiently by coolingwater led from the periphery radially towards the centre of the head. The bridges between the valves coolingchannels are drilled to provide the best possible heat transfer.

The mechanical load is absorbed by a strong intermediate deck, which together with the upper deck andthe side walls form a box section in the four corners of which the hydraulically tightened cylinder head boltsare situated. The exhaust valve seats are directly water-cooled.

All valves are equipped with valve rotators.

4.2.9 Camshaft and valve mechanismThere is one cam piece for each cylinder with separate bearing in between. The drop forged completelyhardened camshaft pieces have fixed cams. The camshaft bearing housings are integrated in the engineblock casting and are thus completely closed. The camshaft covers, one for each cylinder, seal against theengine block with a closed O-ring profile.

The valve tappets are of piston type with self-adjustment of roller against cam to give an even distributionof the contact pressure. The valve springs ensure that the valve mechanism is dynamically stable.

Variable Inlet valve Closure (VIC), which is available on IMO Tier 2 engines, offers flexibility to apply earlyinlet valve closure at high load for lowest NOx levels, while good part-load performance is ensured by ad-justing the advance to zero at low load.

4.2.10 Camshaft driveThe camshafts are driven by the crankshaft through a gear train.

4.2.11 Turbocharging and charge air coolingThe selected turbo charger offers the ideal combination of high-pressure ratios and good efficiency.

The charge air cooler is single stage type and cooled by LT-water.

4.2.12 Fuel injection equipmentThe injection pumps are one-cylinder pumps located in the “hot-box”, which has the following functions:

• Housing for the injection pump element

• Fuel supply channel along the whole engine

• Fuel return channel from each injection pump

• Lubricating oil supply to the valve mechanism

• Guiding for the valve tappets

The injection pumps have built-in roller tappets and are through-flow type to enable heavy fuel operation.They are also equipped with a stop cylinder, which is connected to the electro-pneumatic overspeed pro-tection system.

The injection valve is centrally located in the cylinder head and the fuel is admitted sideways through a highpressure connection screwed in the nozzle holder. The injection pipe between the injection pump and thehigh pressure connection is well protected inside the hot box. The high pressure side of the injection systemis completely separated from the hot parts of the exhaust gas components.



4.2.13 Exhaust pipesThe complete exhaust gas system is enclosed in an insulated box consisting of easily removable panels.Mineral wool is used as insulating material.

4.2.14 Automation systemWärtsilä 20 is equipped with a modular embedded automation system, Wärtsilä Unified Controls - UNIC,which is available in two different versions. The basic functionality is the same in both versions, but thefunctionality can be easily expanded to cover different applications.

UNIC C1 has a completely hardwired signal interface with the external systems, whereas UNIC C2 and hashardwired interface for control functions and a bus communication interface for alarm and monitoring.

All versions have en engine safety module and a local control panel mounted on the engine. The enginesafety module handles fundamental safety, for example overspeed and low lubricating oil pressure shutdown.The safety module also performs fault detection on critical signals and alerts the alarm system about detectedfailures. The local control panel has push buttons for local start/stop and shutdown reset, as well as a displayshowing the most important operating parameters. Speed control is included in the automation system onthe engine (all versions).

The major additional features of UNIC C2 are: all necessary engine control functions are handled by theequipment on the engine, bus communication to external systems and a more comprehensive local displayunit.

Conventional heavy duty cables are used on the engine and the number of connectors are minimised.Power supply, bus communication and safety-critical functions are doubled on the engine. All cables to/fromexternal systems are connected to terminals in the main cabinet on the engine.



4.3 Cross sections of the engineFigure 4.2 Cross sections of the engine



4.4 Overhaul intervals and expected lifetimesThe following overhaul intervals and lifetimes are for guidance only. Actual figures will be different dependingon service conditions. Expected component lifetimes have been adjusted to match overhaul intervals.

In this list HFO is based on HFO2 specification stated in the chapter 6. Fuel Oil System.

Table 4.1 Time between overhauls and expected component lifetimes

MDFHFOMDFHFOComponent

Expected component lifetimes [h]Time between overhauls [h]

48000240001600012000Piston crown

16000120001600012000Piston rings

64000480001600012000Cylinder liner

1600012000Cylinder head

32000360001600012000Inlet valve

32000240001600012000Exhaust valve

8000600080006000Injection nozzle

32000240001600012000Injection element

48000360001600012000Main bearing

32000240001600012000Big end bearing



5. Piping Design, Treatment and InstallationThis chapter provides general guidelines for the design, construction and installation of piping systems,however, not excluding other solutions of at least equal standard.

Fuel, lubricating oil, fresh water and compressed air piping is usually made in seamless carbon steel (DIN2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust gas piping in weldedpipes of corten or carbon steel (DIN 2458). Pipes on the freshwater side of the cooling water system mustnot be galvanized. Sea-water piping should be made in hot dip galvanised steel, aluminium brass, cuniferor with rubber lined pipes.

Attention must be paid to fire risk aspects. Fuel supply and return lines shall be designed so that they canbe fitted without tension. Flexible hoses must have an approval from the classification society. If flexiblehoses are used in the compressed air system, a purge valve shall be fitted in front of the hose(s).

The following aspects shall be taken into consideration:

• Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed

• Leak fuel drain pipes shall have continuous slope

• Vent pipes shall be continuously rising

• Flanged connections shall be used, cutting ring joints for precision tubes

Maintenance access and dismounting space of valves, coolers and other devices shall be taken into con-sideration. Flange connections and other joints shall be located so that dismounting of the equipment canbe made with reasonable effort.

5.1 Pipe dimensions

When selecting the pipe dimensions, take into account:

• The pipe material and its resistance to corrosion/erosion.

• Allowed pressure loss in the circuit vs delivery head of the pump.

• Required net positive suction head (NPSH) for pumps (suction lines).

• In small pipe sizes the max acceptable velocity is usually somewhat lower than in large pipes of equallength.

• The flow velocity should not be below 1 m/s in sea water piping due to increased risk of fouling andpitting.

• In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the deliverypipe.

Recommended maximum fluid velocities on the delivery side of pumps are given as guidance in table 5.1.

Table 5.1 Recommended maximum velocities on pump delivery side for guidance

Max velocity [m/s]Pipe materialPiping

1.0Black steelFuel piping (MDF and HFO)

1.5Black steelLubricating oil piping

2.5Black steelFresh water piping

2.5Galvanized steelSea water piping

2.5Aluminium brass

3.010/90 copper-nickel-iron

4.570/30 copper-nickel

4.5Rubber lined pipes

NOTE! The diameter of gas fuel piping depends only on the allowed pressure loss in the piping, whichhas to be calculated project specifically.


Product Guide5. Piping Design, Treatment and Installation

Compressed air pipe sizing has to be calculated project specifically. The pipe sizes may be chosen on thebasis of air velocity or pressure drop. In each pipeline case it is advised to check the pipe sizes using bothmethods, this to ensure that the alternative limits are not being exceeded.

Pipeline sizing on air velocity: For dry air, practical experience shows that reasonable velocities are 25...30m/s, but these should be regarded as the maximum above which noise and erosion will take place, partic-ularly if air is not dry. Even these velocities can be high in terms of their effect on pressure drop. In longersupply lines, it is often necessary to restrict velocities to 15 m/s to limit the pressure drop.

Pipeline sizing on pressure drop: As a rule of thumb the pressure drop from the starting air vessel to theinlet of the engine should be max. 0.1 MPa (1 bar) when the bottle pressure is 3 MPa (30 bar).

It is essential that the instrument air pressure, feeding to some critical control instrumentation, is not allowedto fall below the nominal pressure stated in chapter "Compressed air system" due to pressure drop in thepipeline.

5.2 Trace heatingThe following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It shall be possibleto shut off the trace heating.

• All heavy fuel pipes

• All leak fuel and filter flushing pipes carrying heavy fuel

5.3 Operating and design pressureThe pressure class of the piping shall be equal to or higher than the maximum operating pressure, whichcan be significantly higher than the normal operating pressure.

A design pressure is defined for components that are not categorized according to pressure class, and thispressure is also used to determine test pressure. The design pressure shall also be equal to or higher thanthe maximum pressure.

The pressure in the system can:

• Originate from a positive displacement pump

• Be a combination of the static pressure and the pressure on the highest point of the pump curve fora centrifugal pump

• Rise in an isolated system if the liquid is heated

Within this Product Guide there are tables attached to drawings, which specify pressure classes of connec-tions. The pressure class of a connection can be higher than the pressure class required for the pipe.

Example 1:

The fuel pressure before the engine should be 1.0 MPa (10 bar). The safety filter in dirty condition maycause a pressure loss of 0.1 MPa (1 bar). The viscosimeter, heater and piping may cause a pressure lossof 0.2 MPa (2 bar). Consequently the discharge pressure of the circulating pumps may rise to 1.3 MPa (13bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.4 MPa (14 bar).

• The minimum design pressure is 1.4 MPa (14 bar).

• The nearest pipe class to be selected is PN16.

• Piping test pressure is normally 1.5 x the design pressure = 2.1 MPa (21 bar).

Example 2:

The pressure on the suction side of the cooling water pump is 0.1 MPa (1 bar). The delivery head of thepump is 0.3 MPa (3 bar), leading to a discharge pressure of 0.4 MPa (4 bar). The highest point of the pumpcurve (at or near zero flow) is 0.1 MPa (1 bar) higher than the nominal point, and consequently the dischargepressure may rise to 0.5 MPa (5 bar) (with closed or throttled valves).

• The minimum design pressure is 0.5 MPa (5 bar).

• The nearest pressure class to be selected is PN6.

• Piping test pressure is normally 1.5 x the design pressure = 0.75 MPa (7.5 bar).



Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.

5.4 Pipe classClassification societies categorize piping systems in different classes (DNV) or groups (ABS) depending onpressure, temperature and media. The pipe class can determine:

• Type of connections to be used

• Heat treatment

• Welding procedure

• Test method

Systems with high design pressures and temperatures and hazardous media belong to class I (or group I),others to II or III as applicable. Quality requirements are highest in class I.

Examples of classes of piping systems as per DNV rules are presented in the table below.

Table 5.2 Classes of piping systems as per DNV rules

Class IIIClass IIClass IMedia

°CMPa (bar)°CMPa (bar)°CMPa (bar)

and < 170< 0.7 (7)and < 300< 1.6 (16)or > 300> 1.6 (16)Steam

and < 60< 0.7 (7)and < 150< 1.6 (16)or > 150> 1.6 (16)Flammable fluid

and < 200< 1.6 (16)and < 300< 4 (40)or > 300> 4 (40)Other media

5.5 Insulation

The following pipes shall be insulated:

• All trace heated pipes

• Exhaust gas pipes

• Exposed parts of pipes with temperature > 60°C

Insulation is also recommended for:

• Pipes between engine or system oil tank and lubricating oil separator

• Pipes between engine and jacket water preheater

5.6 Local gaugesLocal thermometers should be installed wherever a new temperature occurs, i.e. before and after heat ex-changers, etc.

Pressure gauges should be installed on the suction and discharge side of each pump.

5.7 Cleaning proceduresInstructions shall be given to manufacturers and fitters of how different piping systems shall be treated,cleaned and protected before delivery and installation. All piping must be checked and cleaned from debrisbefore installation. Before taking into service all piping must be cleaned according to the methods listedbelow.

Table 5.3 Pipe cleaning

MethodsSystem

A,B,C,D,FFuel oil

A,B,C,D,FLubricating oil

A,B,CStarting air

A,B,CCooling water

A,B,CExhaust gas



MethodsSystem

A,B,CCharge air

A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)

B = Removal of rust and scale with steel brush (not required for seamless precision tubes)

C = Purging with compressed air

D = Pickling

F = Flushing

5.7.1 PicklingPipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for 4-5 hours,rinsed with hot water and blown dry with compressed air.

After the acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and 50 gramsof trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with hot water and blown drywith compressed air.

5.7.2 FlushingMore detailed recommendations on flushing procedures are when necessary described under the relevantchapters concerning the fuel oil system and the lubricating oil system. Provisions are to be made to ensurethat necessary temporary bypasses can be arranged and that flushing hoses, filters and pumps will beavailable when required.

5.8 Flexible pipe connectionsPressurized flexible connections carrying flammable fluids or compressed air have to be type approved.

Great care must be taken to ensure proper installation of flexible pipe connections between resilientlymounted engines and ship’s piping.

• Flexible pipe connections must not be twisted

• Installation length of flexible pipe connections must be correct

• Minimum bending radius must respected

• Piping must be concentrically aligned

• When specified the flow direction must be observed

• Mating flanges shall be clean from rust, burrs and anticorrosion coatings

• Bolts are to be tightened crosswise in several stages

• Flexible elements must not be painted

• Rubber bellows must be kept clean from oil and fuel

• The piping must be rigidly supported close to the flexible piping connections.



Figure 5.1 Flexible hoses (4V60B0100a)

5.9 Clamping of pipesIt is very important to fix the pipes to rigid structures next to flexible pipe connections in order to preventdamage caused by vibration. The following guidelines should be applied:

• Pipe clamps and supports next to the engine must be very rigid and welded to the steel structure ofthe foundation.

• The first support should be located as close as possible to the flexible connection. Next supportshould be 0.3-0.5 m from the first support.

• First three supports closest to the engine or generating set should be fixed supports. Where necessary,sliding supports can be used after these three fixed supports to allow thermal expansion of the pipe.

• Supports should never be welded directly to the pipe. Either pipe clamps or flange supports shouldbe used for flexible connection.

Examples of flange support structures are shown in Figure 5.2. A typical pipe clamp for a fixed support isshown in Figure 5.3. Pipe clamps must be made of steel; plastic clamps or similar may not be used.



Figure 5.2 Flange supports of flexible pipe connections (4V60L0796)

Figure 5.3 Pipe clamp for fixed support (4V61H0842)



6. Fuel Oil System

6.1 Acceptable fuel characteristicsThe fuel specifications are based on the ISO 8217:2005 (E) standard. Observe that a few additional propertiesnot included in the standard are listed in the tables.

Distillate fuel grades are ISO-F-DMX, DMA, DMB, DMC. These fuel grades are referred to as MDF (MarineDiesel Fuel).

Residual fuel grades are referred to as HFO (Heavy Fuel Oil). The fuel specification HFO 2 covers the cat-egories ISO-F-RMA 30 to RMK 700. Fuels fulfilling the specification HFO 1 permit longer overhaul intervalsof specific engine components than HFO 2.

Table 6.1 MDF specifications

Test methodref.

ISO-F-DMC 1)

ISO-F-DMB

ISO-F-DMA

ISO-F-DMX

UnitProperty

Visualinspection

--Clear and brightAppearance

ISO 31041.81.81.81.8cStViscosity, before injection pumps, min. 2)

ISO 310424242424cStViscosity, before injection pumps, max. 2)

ISO 310414.011.06.05.5cStViscosity at 40°C, max.

ISO 3675 or12185

920900890—kg/m³Density at 15°C, max.

ISO 4264—354045Cetane index, min.

ISO 37330.30.3——% volumeWater, max.

ISO 8574 or14596

2.0 3)2.0 3)1.51.0% massSulphur, max.

ISO 62450.050.010.010.01% massAsh, max.

ISO 14597 orIP 501 or 470

100———mg/kgVanadium, max.

ISO 1047830———mg/kgSodium before engine, max. 2)

ISO 10478 orIP 501 or 470

25———mg/kgAluminium + Silicon, max

ISO 10478 orIP 501 or 470

15———mg/kgAluminium + Silicon before engine, max. 2)

ISO 10370——0.300.30% massCarbon residue on 10 % volume distillationbottoms, max.

ISO 103702.500.30——% massCarbon residue, max.

ISO 271960606060 2)°CFlash point (PMCC), min.

ISO 301600-6—°CPour point, winter quality, max.

ISO 3016660—°CPour point, summer quality, max

ISO 3015———-16°CCloud point, max.

ISO 10307-10.10.1——% massTotal sediment existent, max.

IP 501 or 47030———mg/kgUsed lubricating oil, calcium, max. 4)

IP 501 or 47015———mg/kgUsed lubricating oil, zinc, max. 4)

IP 501 or 50015———mg/kgUsed lubricating oil, phosphorus, max. 4)

Remarks:

Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuelcentrifuge.

1)

Additional properties specified by the engine manufacturer, which are not included in the ISO specification ordiffer from the ISO specification.

2)


Product Guide6. Fuel Oil System

A sulphur limit of 1.5% mass will apply in SOx emission controlled areas designated by IMO (InternationalMaritime Organization). There may also be other local variations.

3)

A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc,and phosphorus are below or at the specified limits. All three elements shall exceed the same limits before afuel shall be deemed to contain ULO's.

4)

Table 6.2 HFO specifications

Test method ref.Limit HFO 2Limit HFO 1UnitProperty

ISO 310455700

7200

55700

7200

cStcSt

Redwood No. 1 s

Viscosity at 100°C, max.Viscosity at 50°C, max.Viscosity at 100°F, max

16...2416...24cStViscosity, before injection pumps 4)

ISO 3675 or 12185991 / 1010 1)991 / 1010 1)kg/m³Density at 15°C, max.

ISO 8217, Annex B870 2)850CCAI, max.4)

ISO 37330.50.5% volumeWater, max.

ISO 37330.30.3% volumeWater before engine, max.4)

ISO 8754 or 145964.5 5)1.5% massSulphur, max.

ISO 62450.150.05% massAsh, max.

ISO 14597 or IP 501or 470

600 3)100mg/kgVanadium, max. 3)

ISO 104785050mg/kgSodium, max. 3,4)

ISO 104783030mg/kgSodium before engine, max.3,4)

ISO 10478 or IP 501or 470

8030mg/kgAluminium + Silicon, max.

ISO 10478 or IP 501or 470

1515mg/kgAluminium + Silicon before engine, max.4)

ISO 103702215% massCarbon residue, max.

ASTM D 3279148% massAsphaltenes, max.4)

ISO 27196060°CFlash point (PMCC), min.

ISO 30163030°CPour point, max.

ISO 10307-20.100.10% massTotal sediment potential, max.

IP 501 or 4703030mg/kgUsed lubricating oil, calcium, max. 6)

IP 501 or 4701515mg/kgUsed lubricating oil, zinc, max. 6)

IP 501 or 5001515mg/kgUsed lubricating oil, phosphorus, max. 6)

Remarks:

Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.1)

Straight run residues show CCAI values in the 770 to 840 range and have very good ignition quality. Crackedresidues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remainin the max. 850 to 870 range at the moment.

2)

Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents.Sodium also contributes strongly to fouling of the exhaust gas turbine at high loads. The aggressiveness of thefuel depends not only on its proportions of sodium and vanadium but also on the total amount of ash constituents.Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore dif-ficult to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodiumand vanadium contents that specified above, can cause hot corrosion on engine components.

3)

Additional properties specified by the engine manufacturer, which are not included in the ISO specification.4)

A sulphur limit of 1.5% mass will apply in SOx emission controlled areas designated by IMO (InternationalMaritime Organization). There may also be other local variations.

5)

A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc,and phosphorus are below or at the specified limits. All three elements shall exceed the same limits before afuel shall be deemed to contain ULO's.

6)



The limits above concerning HFO 2 also correspond to the demands of the following standards:

• BS MA 100: 1996, RMH 55 and RMK 55

• CIMAC 2003, Grade K 700

• ISO 8217: 2005(E), ISO-F-RMK 700

The fuel shall not contain any added substances or chemical waste, which jeopardizes the safety of install-ations or adversely affects the performance of the engines or is harmful to personnel or contributes overallto air pollution.



6.1.1 Liquid bio fuelsThe engine can be operated on liquid bio fuels according to the specifications in tables "6.3 Crude liquidbio fuel specification" or "6.4 Biodiesel specification based on EN 14214:2003 standard". Liquid bio fuelshave typically lower heating value than fossil fuels, the capacity of the fuel injection system must be checkedfor each installation.

Table "Crude liquid bio fuel specification" is valid for crude vegetable based liquid bio fuels, like palm oil,coconut oil, copra oil, rape seed oil, jathropha oil etc. but is not valid for other bio fuel qualities like animalfats.

Renewable biodiesel can be mixed with fossil distillate fuel. Fossil fuel being used as a blending componenthas to fulfill the requirement described earlier in this chapter.

Table 6.3 Crude liquid bio fuel specification

Test method ref.LimitUnitProperty

ISO 3104100cStViscosity at 40°C, max.1)

1.8cStViscosity, before injection pumps, min.

24cStViscosity, before injection pumps, max.

ISO 3675 or 12185991kg/m³Density at 15°C, max.

FIA testIgnition properties 2)

ISO 85740.05% massSulphur, max.

ISO 10307-10.05% massTotal sediment existent, max.

ISO 37330.20% volumeWater before engine, max.

ISO 103700.50% massMicro carbon residue, max.

ISO 6245 / LP10010.05% massAsh, max.

ISO 10478100mg/kgPhosphorus, max.

ISO 1047815mg/kgSilicon, max.

ISO 1047830mg/kgAlkali content (Na+K), max.

ISO 271960°CFlash point (PMCC), min.

ISO 30153)°CCloud point, max.

IP 3093)°CCold filter plugging point, max.

ASTM D1301bCopper strip corrosion (3h at 50°C), max.

LP 2902No signs of corrosionSteel corrosion (24/72h at 20, 60 and 120°C), max.

ASTM D66415.0mg KOH/gAcid number, max.

ASTM D6640.0mg KOH/gStrong acid number, max.

ISO 3961120g iodine /100 g

Iodine number, max.

Remarks:

If injection viscosity of max. 24 cSt cannot be achieved with an unheated fuel, fuel oil system has to be equippedwith a heater.

1)

Ignition properties have to be equal to or better than requirements for fossil fuels, i.e. CN min. 35 for MDF andCCAI max. 870 for HFO.

2)

Cloud point and cold filter plugging point have to be at least 10°C below the fuel injection temperature.3)



Table 6.4 Biodiesel specification based on EN 14214:2003 standard

Test method ref.LimitUnitProperty

ISO 31043.5...5cStViscosity at 40°C, min...max.

1.8cStViscosity, before injection pumps, min.

ISO 3675 / 12185860...900kg/m³Density at 15°C, min...max.

ISO 516551Cetane number, min.

ISO 20846 / 2088410mg/kgSulphur, max.

ISO 39870.02% massSulphated ash, max.

EN 1266224mg/kgTotal contamination, max.

ISO 12937500mg/kgWater, max.

ISO 103700.30% massCarbon residue (on 10% distillation residue), max.

EN 1410710mg/kgPhosphorus, max.

EN 14108 / 141095mg/kgGroup 1 metals (Na+K), max.

EN 145385mg/kgGroup 2 metals (Ca+Mg), max.

ISO 3679120°CFlash point, min.

EN 116-44...+5°CCold filter plugging point, max. 2)

EN 141126hOxidation stability at 110°C, min.

ISO 2160Class 1Copper strip corrosion (3h at 50°C), max.

LP 2902No signs of corrosionSteel corrosion (24/72h at 20, 60 and 120°C), max.

EN 141040.5mg KOH/gAcid number, max.

EN 14111120g iodine /100 g

Iodine number, max.

EN 1410396.5% massEster content, min

EN 1410312% massLinolenic acid methyl ester, max.

1% massPolyunsaturated methyl esters, max.

EN 141100.2% massMethanol content, max.

EN 141050.8% massMonoglyceride content, max.

EN 141050.2% massDiglyceride content, max.

EN 141050.2% massTriglyceride content, max.

EN 14105 / 141060.02% massFree glycerol, max.

EN 141050.25% massTotal glycerol, max.

Remarks:

Cold flow properties of renewable bio diesel can vary based on the geographical location and also based onthe feedstock properties, which issues must be taken into account when designing the fuel system.

1)



6.2 Internal fuel oil systemFigure 6.1 Internal fuel system, MDF (DAAE060385a)

System components:

Duplex fine filter04Injection pump01

Engine driven fuel feed pump05Injection valve02

Pressure regulating valve06Fuel leakage collector03

Sensors and indicators:

Fuel oil filter, press. diff. switch (option)PDS113Fuel oil pressure, engine inletPT101

Fuel oil temperature, engine inletTE101Stand-by pump switchPS110

Fuel oil leakage, injection pipeLS103A

StandardPressure classSizePipe connections

DIN 2353PN100OD28Fuel inlet101

DIN 2353PN100OD28Fuel outlet102

ISO 3304-OD18Leak fuel drain, clean fuel103

ISO 3304-OD22Leak fuel drain, dirty fuel1041


DIN 2353PN160OD22Fuel stand-by connection105



Figure 6.2 Internal fuel system, HFO (DAAE060384a)

System components:

Adjustable throttle valve04Injection pump01

Pulse dampers05Injection valve02

Level alarm for leak fuel oil from injection pipes03


Fuel oil temperature, engine inletTI101Fuel oil pressure, engine inletPT101

Fuel oil temperature, engine inletTE101Fuel oil leakage, injection pipeLS103A


DIN 2353PN160OD18Fuel inlet101

DIN 2353PN160OD18Fuel outlet102

ISO 3304-OD18Leak fuel drain, clean fuel103



The engine can be specified to either operate on heavy fuel oil (HFO) or on marine diesel fuel (MDF). Theengine is designed for continuous operation on HFO. It is however possible to operate HFO engines onMDF intermittently without alternations. If the operation of the engine is changed from HFO to continuousoperation on MDF, then a change of exhaust valves from Nimonic to Stellite is recommended.

HFO engines are equipped with an adjustable throttle valve in the fuel return line on the engine. For enginesinstalled in the same fuel feed circuit, it is essential to distribute the fuel correctly to the engines. For thispurpose the pressure drop differences around engines shall be compensated with the adjustable throttlevalve.

MDF engines, with an engine driven fuel feed pump, are equipped with a pressure control valve in the fuelreturn line on the engine. This pressure control valve maintains desired pressure before the injection pumps.



6.2.1 Leak fuel systemClean leak fuel from the injection valves and the injection pumps is collected on the engine and drained bygravity through a clean leak fuel connection. The clean leak fuel can be re-used without separation. Thequantity of clean leak fuel is given in chapter Technical data.

Other possible leak fuel and spilled water and oil is separately drained from the hot-box through dirty fueloil connections and it shall be led to a sludge tank.

6.3 External fuel oil systemThe design of the external fuel system may vary from ship to ship, but every system should provide wellcleaned fuel of correct viscosity and pressure to each engine. Temperature control is required to maintainstable and correct viscosity of the fuel before the injection pumps (see Technical data). Sufficient circulationthrough every engine connected to the same circuit must be ensured in all operating conditions.

The fuel treatment system should comprise at least one settling tank and two separators. Correct dimen-sioning of HFO separators is of greatest importance, and therefore the recommendations of the separatormanufacturer must be closely followed. Poorly centrifuged fuel is harmful to the engine and a high contentof water may also damage the fuel feed system.

Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between thefeed unit and the engine must be properly clamped to rigid structures. The distance between the fixingpoints should be at close distance next to the engine. See chapter Piping design, treatment and installation.

A connection for compressed air should be provided before the engine, together with a drain from the fuelreturn line to the clean leakage fuel or overflow tank. With this arrangement it is possible to blow out fuelfrom the engine prior to maintenance work, to avoid spilling.

NOTE! In multiple engine installations, where several engines are connected to the same fuel feed circuit,it must be possible to close the fuel supply and return lines connected to the engine individually.This is a SOLAS requirement. It is further stipulated that the means of isolation shall not affectthe operation of the other engines, and it shall be possible to close the fuel lines from a positionthat is not rendered inaccessible due to fire on any of the engines.

6.3.1 Fuel heating requirements HFOHeating is required for:

• Bunker tanks, settling tanks, day tanks

• Pipes (trace heating)

• Separators

• Fuel feeder/booster units

To enable pumping the temperature of bunker tanks must always be maintained 5...10°C above the pourpoint, typically at 40...50°C. The heating coils can be designed for a temperature of 60°C.

The tank heating capacity is determined by the heat loss from the bunker tank and the desired temperatureincrease rate.



Figure 6.3 Fuel oil viscosity-temperature diagram for determining the pre-heating temperatures of fuel oils (4V92G0071b)

Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be pre-heatedto 115 - 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the separator and to minimum 40°C (G)in the storage tanks. The fuel oil may not be pumpable below 36°C (H).

To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature pointin parallel to the nearest viscosity/temperature line in the diagram.

Example 2: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted line: viscosityat 80°C = 20 cSt, temperature at fuel injection pumps 74 - 87°C, separating temperature 86°C, minimumstorage tank temperature 28°C.

6.3.2 Fuel tanksThe fuel oil is first transferred from the bunker tanks to settling tanks for initial separation of sludge andwater. After centrifuging the fuel oil is transferred to day tanks, from which fuel is supplied to the engines.



Settling tank, HFO (1T02) and MDF (1T10)

Separate settling tanks for HFO and MDF are recommended.

To ensure sufficient time for settling (water and sediment separation), the capacity of each tank should besufficient for min. 24 hours operation at maximum fuel consumption.

The tanks should be provided with internal baffles to achieve efficient settling and have a sloped bottomfor proper draining.

The temperature in HFO settling tanks should be maintained between 50°C and 70°C, which requiresheating coils and insulation of the tank. Usuallly MDF settling tanks do not need heating or insulation, butthe tank temperature should be in the range 20...40°C.

Day tank, HFO (1T03) and MDF (1T06)

Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours operation atmaximum fuel consumption.

A separate tank is to be provided for MDF. The capacity of the MDF tank should ensure fuel supply for 8hours.

Settling tanks may not be used instead of day tanks.

The day tank must be designed so that accumulation of sludge near the suction pipe is prevented and thebottom of the tank should be sloped to ensure efficient draining.

HFO day tanks shall be provided with heating coils and insulation. It is recommended that the viscosity iskept below 140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity lower than 50 cStat 50°C must be kept at a temperature higher than the viscosity would require. Continuous separation isnowadays common practice, which means that the HFO day tank temperature normally remains above90°C.

The temperature in the MDF day tank should be in the range 20...40°C.

The level of the tank must ensure a positive static pressure on the suction side of the fuel feed pumps. Ifblack-out starting with MDF from a gravity tank is foreseen, then the tank must be located at least 15 mabove the engine crankshaft.

Starting tank, MDF (1T09)

The starting tank is needed when the engine is equipped with the engine driven fuel feed pump and whenthe MDF day tank (1T06) cannot be located high enough, i.e. less than 1.5 meters above the enginecrankshaft.

The purpose of the starting tank is to ensure that fuel oil is supplied to the engine during starting. Thestarting tank shall be located at least 1.5 meters above the engine crankshaft. The volume of the startingtank should be approx. 60 l.

Leak fuel tank, clean fuel (1T04)

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leakfuel tank, from where it can be pumped to the day tank and reused without separation. The pipes from theengine to the clean leak fuel tank should be arranged continuosly sloping. The tank and the pipes must beheated and insulated, unless the installation is designed for operation on MDF only.

The leak fuel piping should be fully closed to prevent dirt from entering the system.

Leak fuel tank, dirty fuel (1T07)

In normal operation no fuel should leak out from the components of the fuel system. In connection withmaintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilledliquids are collected and drained by gravity from the engine through the dirty fuel connection.

Dirty leak fuel shall be led to a sludge tank. The tank and the pipes must be heated and insulated, unlessthe installation is designed for operation exclusively on MDF.



6.3.3 Fuel treatment

Separation

Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugalseparator before it is transferred to the day tank.

Classification rules require the separator arrangement to be redundant so that required capacity is maintainedwith any one unit out of operation.

All recommendations from the separator manufacturer must be closely followed.

Centrifugal disc stack separators are recommended also for installations operating on MDF only, to removewater and possible contaminants. The capacity of MDF separators should be sufficient to ensure the fuelsupply at maximum fuel consumption. Would a centrifugal separator be considered too expensive for aMDF installation, then it can be accepted to use coalescing type filters instead. A coalescing filter is usuallyinstalled on the suction side of the circulation pump in the fuel feed system. The filter must have a lowpressure drop to avoid pump cavitation.

Separator mode of operation

The best separation efficiency is achieved when also the stand-by separator is in operation all the time,and the throughput is reduced according to actual consumption.

Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous basis can handlefuels with densities exceeding 991 kg/m3 at 15°C. In this case the main and stand-by separators shouldbe run in parallel.

When separators with gravity disc are used, then each stand-by separator should be operated in serieswith another separator, so that the first separator acts as a purifier and the second as clarifier. This arrange-ment can be used for fuels with a density of max. 991 kg/m3 at 15°C. The separators must be of the samesize.

Separation efficiency

The term Certified Flow Rate (CFR) has been introduced to express the performance of separators accordingto a common standard. CFR is defined as the flow rate in l/h, 30 minutes after sludge discharge, at whichthe separation efficiency of the separator is 85%, when using defined test oils and test particles. CFR isdefined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50°C. More information can be found inthe CEN (European Committee for Standardisation) document CWA 15375:2005 (E).

The separation efficiency is measure of the separator's capability to remove specified test particles. Theseparation efficiency is defined as follows:

where:

separation efficiency [%]n =

number of test particles in cleaned test oilCout =

number of test particles in test oil before separatorCin =

Separator unit (1N02/1N05)

Separators are usually supplied as pre-assembled units designed by the separator manufacturer.

Typically separator modules are equipped with:

• Suction strainer (1F02)

• Feed pump (1P02)

• Pre-heater (1E01)

• Sludge tank (1T05)

• Separator (1S01/1S02)



• Sludge pump

• Control cabinets including motor starters and monitoring

Figure 6.4 Fuel transfer and separating system (3V76F6626d)

Separator feed pumps (1P02)

Feed pumps should be dimensioned for the actual fuel quality and recommended throughput of the separ-ator. The pump should be protected by a suction strainer (mesh size about 0.5 mm)

An approved system for control of the fuel feed rate to the separator is required.

MDFHFODesign data:

0.5 MPa (5 bar)0.5 MPa (5 bar)Design pressure

50°C100°CDesign temperature

100 cSt1000 cStViscosity for dimensioning electric motor

Separator pre-heater (1E01)

The pre-heater is dimensioned according to the feed pump capacity and a given settling tank temperature.

The surface temperature in the heater must not be too high in order to avoid cracking of the fuel. The tem-perature control must be able to maintain the fuel temperature within ± 2°C.



Recommended fuel temperature after the heater depends on the viscosity, but it is typically 98°C for HFOand 20...40°C for MDF. The optimum operating temperature is defined by the sperarator manufacturer.

The required minimum capacity of the heater is:

where:

heater capacity [kW]P =

capacity of the separator feed pump [l/h]Q =

temperature rise in heater [°C]ΔT =

For heavy fuels ΔT = 48°C can be used, i.e. a settling tank temperature of 50°C. Fuels having a viscosityhigher than 5 cSt at 50°C require pre-heating before the separator.

The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the possible leakagecan be detected).

Separator (1S01/1S02)

Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator can be es-timated with the formula:

where:

max. continuous rating of the diesel engine(s) [kW]P =

specific fuel consumption + 15% safety margin [g/kWh]b =

density of the fuel [kg/m3]ρ =

daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)t =

The flow rates recommended for the separator and the grade of fuel must not be exceeded. The lower theflow rate the better the separation efficiency.

Sample valves must be placed before and after the separator.

MDF separator in HFO installations (1S02)

A separator for MDF is recommended also for installations operating primarily on HFO. The MDF separatorcan be a smaller size dedicated MDF separator, or a stand-by HFO separator used for MDF.

Sludge tank (1T05)

The sludge tank should be located directly beneath the separators, or as close as possible below the sep-arators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.



6.3.4 Fuel feed system - MDF installationsFigure 6.5 Fuel feed system, main engine (DAAE003608b)

Pipe connectionsSystem components

Fuel inlet101Suction strainer (MDF)1F07

Fuel outlet102Stand-by pump (MDF)1P08

Leak fuel drain, clean fuel103Leak fuel tank, clean fuel1T04

Leak fuel drain, dirty fuel free end1041Day tank (MDF)1T06

Leak fuel drain, dirty fuel FW-end1043Leak fuel tank, dirty fuel1T07

Fuel stand-by connection105

If the engines are to be operated on MDF only, heating of the fuel is normally not necessary. In such caseit is sufficient to install the equipment listed below. Some of the equipment listed below is also to be installedin the MDF part of a HFO fuel oil system.



Circulation pump, MDF (1P03)

The circulation pump maintains the pressure at the injection pumps and circulates the fuel in the system.It is recommended to use a screw pump as circulation pump. A suction strainer with a fineness of 0.5 mmshould be installed before each pump. There must be a positive static pressure of about 30 kPa on thesuction side of the pump.

Design data:

5 x the total consumption of the connected enginesCapacity

1.6 MPa (16 bar)Design pressure

1.0 MPa (10 bar)Max. total pressure (safety valve)

50°CDesign temperature

90 cStViscosity for dimensioning of electric motor

Stand-by pump, MDF (1P08)

The stand-by pump is required in case of a single main engine equipped with an engine driven pump. It isrecommended to use a screw pump as stand-by pump. The pump should be placed so that a positivestatic pressure of about 30 kPa is obtained on the suction side of the pump.

Design data:

5 x the total consumption of the connected engineCapacity





Flow meter, MDF (1I03)

If the return fuel from the engine is conducted to a return fuel tank instead of the day tank, one consumptionmeter is sufficient for monitoring of the fuel consumption, provided that the meter is installed in the feedline from the day tank (before the return fuel tank). A fuel oil cooler is usually required with a return fuel tank.

The total resistance of the flow meter and the suction strainer must be small enough to ensure a positivestatic pressure of about 30 kPa on the suction side of the circulation pump.

There should be a by-pass line around the consumption meter, which opens automatically in case of ex-cessive pressure drop.

Fine filter, MDF (1F05)

The fuel oil fine filter is a full flow duplex type filter with steel net. This filter must be installed as near theengine as possible.

The diameter of the pipe between the fine filter and the engine should be the same as the diameter beforethe filters.

Design data:

according to fuel specificationsFuel viscosity


Equal to feed/circulation pump capacityDesign flow


37 μm (absolute mesh size)Fineness

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm



Pressure control valve, MDF (1V02)

The pressure control valve is installed when the installation includes a feeder/booster unit for HFO andthere is a return line from the engine to the MDF day tank. The purpose of the valve is to increase thepressure in the return line so that the required pressure at the engine is achieved.

Design data:

Equal to circulation pumpCapacity



0.4...0.7 MPa (4...7 bar)Set point

MDF cooler (1E04)

The fuel viscosity may not drop below the minimum value stated in Technical data. When operating onMDF, the practical consequence is that the fuel oil inlet temperature must be kept below 45...50°C. Verylight fuel grades may require even lower temperature.

Sustained operation on MDF usually requires a fuel oil cooler. The cooler is to be installed in the return lineafter the engine(s). LT-water is normally used as cooling medium.

Design data:

1 kW/cylHeat to be dissipated

80 kPa (0.8 bar)Max. pressure drop, fuel oil

60 kPa (0.6 bar)Max. pressure drop, water

min. 15%Margin (heat rate, fouling)

50/150°CDesign temperature MDF/HFO installation

Return fuel tank (1T13)

The return fuel tank shall be equipped with a vent valve needed for the vent pipe to the MDF day tank. Thevolume of the return fuel tank should be at least 100 l.

Black out start

Diesel generators serving as the main source of electrical power must be able to resume their operation ina black out situation by means of stored energy. Depending on system design and classification regulations,it may in some cases be permissible to use the emergency generator. Sufficient fuel pressure to enableblack out start can be achieved by means of:

• A gravity tank located min. 15 m above the crankshaft

• A pneumatically driven fuel feed pump (1P11)

• An electrically driven fuel feed pump (1P11) powered by an emergency power source



6.3.5 Fuel feed system - HFO installationsFigure 6.6 Example of fuel oil system (HFO), multiple engine installation (3V76F6656e)

System components

Circulation pump (booster unit)1P06Heater (booster unit)1E02

Day tank (HFO)1T03Cooler (booster unit)1E03

Leak fuel tank (clean fuel)1T04Cooler (MDF return line)1E04

Day tank (MDF)1T06Safety filter (HFO)1F03

Leak fuel tank (dirty fuel)1T07Safety filter (MDF)1F05

De-aeration tank (booster unit)1T08Suction filter (booster unit)1F06

Change over valve1V01Suction strainer (MDF)1F07

Pressure control valve (MDF)1V02Automatic filter (booster unit)1F08

Pressure control valve (booster unit)1V03Flowmeter (booster unit)1I01

Pressure control valve (HFO)1V04Viscosity meter (booster unit)1I02

Overflow valve (HFO/MDF)1V05Feeder/Booster unit1N01

Venting valve (booster unit)1V07Circulation pump (MDF)1P03

Change over valve1V08Fuel feed pump (booster unit)1P04

Pipe connections

Leak fuel drain, dirty fuel free end1041Fuel inlet101

Leak fuel drain, dirty fuel driving-end1043Fuel outlet102

Leak fuel drain, clean fuel103



HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50°C or higher, the pipes mustbe equipped with trace heating. It shall be possible to shut off the heating of the pipes when operating onMDF (trace heating to be grouped logically).

Starting and stopping

The engine can be started and stopped on HFO provided that the engine and the fuel system are pre-heatedto operating temperature. The fuel must be continuously circulated also through a stopped engine in orderto maintain the operating temperature. Changeover to MDF for start and stop is not required.

Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed and filled withMDF.

Changeover from HFO to MDF

The control sequence and the equipment for changing fuel during operation must ensure a smooth changein fuel temperature and viscosity. When MDF is fed through the HFO feeder/booster unit, the volume in thesystem is sufficient to ensure a reasonably smooth transfer.

When there are separate circulating pumps for MDF, then the fuel change should be performed with theHFO feeder/booster unit before switching over to the MDF circulating pumps. As mentioned earlier, sustainedoperation on MDF usually requires a fuel oil cooler. The viscosity at the engine shall not drop below theminimum limit stated in chapter Technical data.

Number of engines in the same system

When the fuel feed unit serves Wärtsilä 20 engines only, maximum three engines should be connected tothe same fuel feed circuit, unless individual circulating pumps before each engine are installed.

Main engines and auxiliary engines should preferably have separate fuel feed units. Individual circulatingpumps or other special arrangements are often required to have main engines and auxiliary engines in thesame fuel feed circuit. Regardless of special arrangements it is not recommended to supply more thanmaximum two main engines and two auxiliary engines, or one main engine and three auxiliary engines fromthe same fuel feed unit.

In addition the following guidelines apply:

• Twin screw vessels with two engines should have a separate fuel feed circuit for each propeller shaft.

• Twin screw vessels with four engines should have the engines on the same shaft connected to differentfuel feed circuits. One engine from each shaft can be connected to the same circuit.

Feeder/booster unit (1N01)

A completely assembled feeder/booster unit can be supplied. This unit comprises the following equipment:

• Two suction strainers

• Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors

• One pressure control/overflow valve

• One pressurized de-aeration tank, equipped with a level switch operated vent valve

• Two circulating pumps, same type as the fuel feed pumps

• Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)

• One automatic back-flushing filter with by-pass filter

• One viscosimeter for control of the heaters

• One control valve for steam or thermal oil heaters, a control cabinet for electric heaters

• One thermostatic valve for emergency control of the heaters

• One control cabinet including starters for pumps

• One alarm panel

The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship.The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated and provided withtrace heating.



Figure 6.7 Feeder/booster unit, example (DAAE006659)

Fuel feed pump, booster unit (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a screw pump asfeed pump. The capacity of the feed pump must be sufficient to prevent pressure drop during flushing ofthe automatic filter.

A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positivestatic pressure of about 30 kPa on the suction side of the pump.

Design data:

Total consumption of the connected engines added with theflush quantity of the automatic filter (1F08)

Capacity







Pressure control valve, booster unit (1V03)

The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration tank by dir-ecting the surplus flow to the suction side of the feed pump.

Design data:

Equal to feed pumpCapacity



0.3...0.5 MPa (3...5 bar)Set-point

Automatic filter, booster unit (1F08)

It is recommended to select an automatic filter with a manually cleaned filter in the bypass line. The auto-matic filter must be installed before the heater, between the feed pump and the de-aeration tank, and itshould be equipped with a heating jacket. Overheating (temperature exceeding 100°C) is however to beprevented, and it must be possible to switch off the heating for operation on MDF.

Design data:

According to fuel specificationFuel viscosity


If fuel viscosity is higher than 25 cSt/100°CPreheating

Equal to feed pump capacityDesign flow


Fineness:

35 μm (absolute mesh size)- automatic filter

35 μm (absolute mesh size)- by-pass filter




Flow meter, booster unit (1I01)

If a fuel consumption meter is required, it should be fitted between the feed pumps and the de-aerationtank. When it is desired to monitor the fuel consumption of individual engines in a multiple engine installation,two flow meters per engine are to be installed: one in the feed line and one in the return line of each engine.

There should be a by-pass line around the consumption meter, which opens automatically in case of ex-cessive pressure drop.

If the consumption meter is provided with a prefilter, an alarm for high pressure difference across the filteris recommended.

De-aeration tank, booster unit (1T08)

It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if possible, be leddownwards, e.g. to the overflow tank. The tank must be insulated and equipped with a heating coil. Thevolume of the tank should be at least 100 l.

Circulation pump, booster unit (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the required pressure at theinjection pumps, which is stated in the chapter Technical data. By circulating the fuel in the system it alsomaintains correct viscosity, and keeps the piping and the injection pumps at operating temperature.

Design data:

5 x the total consumption of the connected enginesCapacity





Design data:



Heater, booster unit (1E02)

The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption, with fuel ofthe specified grade and a given day tank temperature (required viscosity at injection pumps stated inTechnical data). When operating on high viscosity fuels, the fuel temperature at the engine inlet may notexceed 135°C however.

The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter shall besomewhat lower than the required viscosity at the injection pumps to compensate for heat losses in thepipes. A thermostat should be fitted as a backup to the viscosity control.

To avoid cracking of the fuel the surface temperature in the heater must not be too high. The heat transferrate in relation to the surface area must not exceed 1.5 W/cm2.

The required heater capacity can be estimated with the following formula:

where:

heater capacity (kW)P =

total fuel consumption at full output + 15% margin [l/h]Q =

temperature rise in heater [°C]ΔT =

Viscosimeter, booster unit (1I02)

The heater is to be controlled by a viscosimeter. The viscosimeter should be of a design that can withstandthe pressure peaks caused by the injection pumps of the diesel engine.

Design data:

0...50 cStOperating range


4 MPa (40 bar)Design pressure

Safety filter (1F03)

The safety filter is a full flow duplex type filter with steel net. This safety filter must be installed as close aspossible to the engines. The safety filter should be equipped with a heating jacket. In multiple engine install-ations it is possible to have a one common safety filter for all engines.

The diameter of the pipe between the safety filter and the engine should be the same as between thefeeder/booster unit and the safety filter.

Design data:

according to fuel specificationFuel viscosity


Equal to circulation pump capacityDesign flow


37 μm (absolute mesh size)Fineness






Overflow valve, HFO (1V05)

When several engines are connected to the same feeder/booster unit an overflow valve is needed betweenthe feed line and the return line. The overflow valve limits the maximum pressure in the feed line, when thefuel lines to a parallel engine are closed for maintenance purposes.

The overflow valve should be dimensioned to secure a stable pressure over the whole operating range.

Design data:

Equal to circulation pump (1P06)Capacity



0.1...0.2 MPa (1...2 bar)Set-point (Δp)

Pressure control valve (1V04)

The pressure control valve increases the pressure in the return line so that the required pressure at theengine is achieved. This valve is needed in installations where the engine is equipped with an adjustablethrottle valve in the return fuel line of the engine.

The adjustment of the adjustable throttle valve on the engine should be carried out after the pressure controlvalve (1V04) has been adjusted. The adjustment must be tested in different loading situations including thecases with one or more of the engines being in stand-by mode. If the main engine is connected to the samefeeder/booster unit the circulation/temperatures must also be checked with and without the main enginebeing in operation.

6.3.6 FlushingThe external piping system must be thoroughly flushed before the engines are connected and fuel is circulatedthrough the engines. The piping system must have provisions for installation of a temporary flushing filter.

The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and return linesare connected with a temporary pipe or hose on the installation side. All filter inserts are removed, exceptin the flushing filter of course. The automatic filter and the viscosimeter should be bypassed to preventdamage. The fineness of the flushing filter should be 35 μm or finer.



7. Lubricating Oil System

7.1 Lubricating oil requirements

7.1.1 Engine lubricating oilThe lubricating oil must be of viscosity class SAE 40 and have a viscosity index (VI) of minimum 95. Thelubricating oil alkalinity (BN) is tied to the fuel grade, as shown in the table below. BN is an abbreviation ofBase Number. The value indicates milligrams KOH per gram of oil.

Table 7.1 Fuel standards and lubricating oil requirements

Lubricating oil BNFuel standardCategory

10...30

GRADE NO. 1-D, 2-DDMX, DMADX, DAISO-F-DMX, DMA

ASTM D 975-01,BS MA 100: 1996CIMAC 2003ISO8217: 1996(E)

A

15...30DMBDBISO-F-DMB

BS MA 100: 1996CIMAC 2003ISO 8217: 1996(E)

B

30...55

GRADE NO. 4-DGRADE NO. 5-6DMC, RMA10-RMK55DC, A30-K700ISO-F-DMC, RMA10-RMK55

ASTM D 975-01,ASTM D 396-04,BS MA 100: 1996CIMAC 2003ISO 8217: 1996(E)

C

10...20LIQUID BIO FUEL (LBF)F

BN 50-55 lubricants are to be selected in the first place for operation on HFO. BN 40 lubricants can alsobe used with HFO provided that the sulphur content of the fuel is relatively low, and the BN remains abovethe condemning limit for acceptable oil change intervals. BN 30 lubricating oils should be used togetherwith HFO only in special cases; for example in SCR (Selective Catalyctic Reduction) installations, if bettertotal economy can be achieved despite shorter oil change intervals. Lower BN may have a positive influenceon the lifetime of the SCR catalyst.

Crude oils with low sulphur content may permit the use of BN 30 lubricating oils. It is however not unusualthat crude oils contain other acidic compounds, which requires a high BN oil although the sulphur contentof the fuel is low.

It is not harmful to the engine to use a higher BN than recommended for the fuel grade.

Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending of different oilsmust also be approved by Wärtsilä, if the engine still under warranty.

An updated list of approved lubricating oils is supplied for every installation.

7.1.2 Oil in speed governor or actuatorAn oil of viscosity class SAE 30 or SAE 40 is acceptable in normal operating conditions. Usually the sameoil as in the engine can be used. At low ambient temperatures it may be necessary to use a multigrade oil(e.g. SAE 5W-40) to ensure proper operation during start-up with cold oil.


Product Guide7. Lubricating Oil System

7.2 Internal lubricating oil systemFigure 7.1 Internal lubricating oil system (DAAE060386b)

System components:

Centrifugal filter06Lubricating oil main pump01

Pressure control valve07Prelubricating oil pump02

Turbocharger08Lubricating oil cooler03

Guide block (if VIC)09Thermostatic valve04

Control valve (if VIC)10Automatic filter05


Lubricating oil temp., engine inletTE201Lubricating oil pressure, engine inletPT201

Lubricating oil temp., engine inlet (if ME)TI201Lubricating oil pressure, engine inletPTZ201

Lubricating oil temp., engine outlet (if FAKS/CBM)TE202Lubricating oil pressure switch, standby pumpPS210

Lubricating oil temp., oil cooler outlet (if FAKS/CBM)TE232Lubricating oil filter pressure differencePDT243

Lubricating oil temp., TC outlet (if ME)TE272Lubricating oil filter pressure differencePDI243

Main bearing temp. (option)TE70#Lubricating oil pressure, TC inlet (if ME)PT271

Lubricating oil low level, oil sump (if wet sump)LS204Crankcase pressure (if FAKS/CBM)PT700




See figure 7.2DN100Lubricating oil outlet (if dry sump)202

See figure 7.2DN100Lubricating oil to engine driven pump (if dry sump)203

ISO 7005-1PN40DN32Lubricating oil to priming pump (if dry sump)205

ISO 7005-1PN16DN100Lubricating oil to electric driven pump (if stand-by pump)207

ISO 7005-1PN16DN80Lub. oil from electric driven pump (if stand-by pump)208

ISO 7005-1PN40DN32Lubricating oil from separator and filling213

ISO 7005-1PN40DN32Lubricating oil to separator and drain214

DN65Crankcase air vent701

Figure 7.2 Flange for connections 202, 203, dry sump (4V32A0506a)

The lubricating oil sump is of wet sump type for auxiliary and diesel-electric engines. Dry sump is recom-mended for main engines operating on HFO. The dry sump type has two oil outlets at each end of the engine.Two of the outlets shall be connected to the system oil tank.

The direct driven lubricating oil pump is of gear type and equipped with a pressure control valve. The pumpis dimensioned to provide sufficient flow even at low speeds. A stand-by pump connection is available asoption. Concerning suction height, flow rate and pressure of the pump, see Technical data.

The pre-lubricating pump is an electric motor driven gear pump equipped with a safety valve. The pumpshould always be running, when the engine is stopped. Concerning suction height, flow rate and pressureof the pump, see Technical data.

The lubricating oil module built on the engine consists of the lubricating oil cooler, thermostatic valve andautomatic filter.

The centrifugal filter is installed to clean the back-flushing oil from the automatic filter.



7.3 External lubricating oil systemFigure 7.3 Lubricating oil system, auxiliary engines (3V76E4590b)


Lubricating oil from separator and filling213Heater (Separator unit)2E02

Lubricating oil to separator and drain214Suction filter (Separator unit)2F03

Lubricating oil filling215Separator unit2N01

Crankcase air vent701Separator pump (Separator unit)2P03

Separator2S01

Condensate trap2S02

New oil tank2T03

Renovating oil tank2T04

Renovated oil tank2T05

Sludge tank2T06



Figure 7.4 Lubricating oil system, main engine (3V76E4591d)


Lubricating oil outlet (from oil sump)202Heater (Separator unit)2E02

Lubricating oil to engine driven pump203Suction strainer (Main lubricating oil pump)2F01

Lubricating oil to priming pump205Suction filter (Separator unit)2F03

Lubricating oil from electric driven pump208Suction strainer (Prelubricating oil pump)2F04

Crankcase air vent701Suction strainer (Stand-by pump)2F06

Separator unit2N01

Separator pump (Separator unit)2P03

Stand-by pump2P04

Separator2S01

Condensate trap2S02

System oil tank2T01

Sludge tank2T06

7.3.1 Separation system

Separator unit (2N01)

Each engine must have a dedicated lubricating oil separator and the separators shall be dimensioned forcontinuous separating. If the installation is designed to operate on MDF only, then intermittent separatingmight be sufficient.



Generating sets operating on a fuel having a viscosity of max. 380 cSt / 50°C may have a common lubric-ating oil separator unit. Three engines may have a common lubricating oil separator unit. In installationswith four or more engines two lubricating oil separator units should be installed.

Separators are usually supplied as pre-assembled units.

Typically lubricating oil separator units are equipped with:

• Feed pump with suction strainer and safety valve

• Preheater

• Separator

• Control cabinet

The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludgepump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tankdirectly beneath the separator.

Separator feed pump (2P03)

The feed pump must be selected to match the recommended throughput of the separator. Normally thepump is supplied and matched to the separator by the separator manufacturer.

The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into account whendimensioning the electric motor.

Separator preheater (2E02)

The preheater is to be dimensioned according to the feed pump capacity and the temperature in the systemoil tank. When the engine is running, the temperature in the system oil tank located in the ship's bottom isnormally 65...75°C. To enable separation with a stopped engine the heater capacity must be sufficient tomaintain the required temperature without heat supply from the engine.

Recommended oil temperature after the heater is 95°C.

The surface temperature of the heater must not exceed 150°C in order to avoid cooking of the oil.

The heaters should be provided with safety valves and drain pipes to a leakage tank (so that possibleleakage can be detected).

Separator (2S01)

The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubric-ating oil losses.

The service throughput Q [l/h] of the separator can be estimated with the formula:

where:

volume flow [l/h]Q =

engine output [kW]P =

number of through-flows of tank volume per day: 5 for HFO, 4 for MDFn =

operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioningt =

Sludge tank (2T06)

The sludge tank should be located directly beneath the separators, or as close as possible below the sep-arators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.

Renovating oil tank (2T04)

In case of wet sump engines the oil sump content can be drained to this tank prior to separation.



Renovated oil tank (2T05)

This tank contains renovated oil ready to be used as a replacement of the oil drained for separation.

7.3.2 System oil tank (2T01)Recommended oil tank volume is stated in chapter Technical data.

The system oil tank is usually located beneath the engine foundation. The tank may not protrude under thereduction gear or generator, and it must also be symmetrical in transverse direction under the engine. Thelocation must further be such that the lubricating oil is not cooled down below normal operating temperature.Suction height is especially important with engine driven lubricating oil pump. Losses in strainers etc. addto the geometric suction height. Maximum suction ability of the pump is stated in chapter Technical data.

The pipe connection between the engine oil sump and the system oil tank must be flexible to preventdamages due to thermal expansion. The return pipes from the engine oil sump must end beneath the min-imum oil level in the tank. Further on the return pipes must not be located in the same corner of the tankas the suction pipe of the pump.

The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the pressure loss.For the same reason the suction pipe shall be as short and straight as possible and have a sufficient dia-meter. A pressure gauge shall be installed close to the inlet of the lubricating oil pump. The suction pipeshall further be equipped with a non-return valve of flap type without spring. The non-return valve is partic-ularly important with engine driven pump and it must be installed in such a position that self-closing is en-sured.

Suction and return pipes of the separator must not be located close to each other in the tank.

The ventilation pipe from the system oil tank may not be combined with crankcase ventilation pipes.

It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions it can benecessary to have heating coils in the oil tank in order to ensure pumpability. The separator heater cannormally be used to raise the oil temperature once the oil is pumpable. Further heat can be transferred tothe oil from the preheated engine, provided that the oil viscosity and thus the power consumption of thepre-lubricating oil pump does not exceed the capacity of the electric motor.



Figure 7.5 Example of system oil tank arrangement (DAAE007020e)

Design data:

1.2...1.5 l/kW, see also Technical dataOil volume

75 - 80 % of tank volumeOil level at service

60% of tank volumeOil level alarm

7.3.3 New oil tank (2T03)In engines with wet sump, the lubricating oil may be filled into the engine, using a hose or an oil can, throughthe crankcase cover or through the separator pipe. The system should be arranged so that it is possibleto measure the filled oil volume.

7.3.4 Suction strainers (2F01, 2F04, 2F06)It is recommended to install a suction strainer before each pump to protect the pump from damage. Thesuction strainer and the suction pipe must be amply dimensioned to minimize pressure losses. The suctionstrainer should always be provided with alarm for high differential pressure.

Design data:

0.5...1.0 mmFineness



7.3.5 Lubricating oil pump, stand-by (2P04)The stand-by lubricating oil pump is normally of screw type and should be provided with an overflow valve.

Design data:

see Technical dataCapacity

0.8 MPa (8 bar)Design pressure, max

100°CDesign temperature, max.

SAE 40Lubricating oil viscosity

500 mm2/s (cSt)Viscosity for dimensioning the electric motor

7.4 Crankcase ventilation systemThe purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to keep thepressure in the crankcase within acceptable limits.

Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may not be combinedwith other ventilation pipes, e.g. vent pipes from the system oil tank.

The diameter of the pipe shall be at least DN80 to avoid excessive back pressure. Other possible equipmentin the piping must also be designed and dimensioned to avoid excessive flow resistance.

A condensate trap must be fitted on the vent pipe near the engine.

The connection between engine and pipe is to be flexible.

Design data:

see Technical dataBackpressure, max.

80°CTemperature

Figure 7.6 Condensate trap (DAAE032780)

Minimum size of the ventilation pipe after the condensatetrap is:

DN80



7.5 Flushing instructionsFlushing instructions in this Product Guide are for guidance only. For contracted projects, read the specificinstructions included in the installation planning instructions (IPI).

7.5.1 Piping and equipment built on the engineFlushing of the piping and equipment built on the engine is not required and flushing oil shall not be pumpedthrough the engine oil system (which is flushed and clean from the factory). It is however acceptable tocirculate the flushing oil via the engine sump if this is advantageous. Cleanliness of the oil sump shall beverified after completed flushing.

7.5.2 External oil systemRefer to the system diagram(s) in section External lubricating oil system for location/description of thecomponents mentioned below.

If the engine is equipped with a wet oil sump the external oil tanks, new oil tank (2T03), renovating oil tank(2T04) and renovated oil tank (2T05) shall be verified to be clean before bunkering oil. Especially pipesleading from the separator unit (2N01) directly to the engine shall be ensured to be clean for instance bydisconnecting from engine and blowing with compressed air.

If the engine is equipped with a dry oil sump the external oil tanks, new oil tank and the system oil tank(2T01) shall be verified to be clean before bunkering oil.

Operate the separator unit continuously during the flushing (not less than 24 hours). Leave the separatorrunning also after the flushing procedure, this to ensure that any remaining contaminants are removed.

If an electric motor driven stand-by pump (2P04) is installed the pipe shall be flushed running the pumpcirculating engine oil through a temporary external oil filter (recommended mesh 34 microns) into the engineoil sump through a hose and a crankcase door. The pump shall be protected by a suction strainer (2F06).

Whenever possible the separator unit shall be in operation during the flushing to remove dirt. The separatorunit is to be left running also after the flushing procedure, this to ensure that any remaining contaminantsare removed.

7.5.3 Type of flushing oil

Viscosity

In order for the flushing oil to be able to remove dirt and transport it with the flow, ideal viscosity is 10...50cSt. The correct viscosity can be achieved by heating engine oil to about 65°C or by using a separateflushing oil which has an ideal viscosity in ambient temperature.

Flushing with engine oil

The ideal is to use engine oil for flushing. This requires however that the separator unit is in operation toheat the oil. Engine oil used for flushing can be reused as engine oil provided that no debris or other con-tamination is present in the oil at the end of flushing.

Flushing with low viscosity flushing oil

If no separator heating is available during the flushing procedure it is possible to use a low viscosity flushingoil instead of engine oil. In such a case the low viscosity flushing oil must be disposed of after completedflushing. Great care must be taken to drain all flushing oil from pockets and bottom of tanks so that flushingoil remaining in the system will not compromise the viscosity of the actual engine oil.

Lubricating oil sample

To verify cleanliness a LO sample will be taken by Wärtsilä after completed flushing. The properties thatwill be analyzed are Viscosity, BN, AN, Insolubles, Fe and Particle Count.

Commissioning procedures shall in the meantime be continued without interruption unless the commissioningengineer believes the oil is contaminated.



8. Compressed Air SystemCompressed air is used to start engines and to provide actuating energy for safety and control devices.The use of starting air for other purposes is limited by the classification regulations.

To ensure the functionality of the components in the compressed air system, the compressed air has tobe free from solid particles and oil.

8.1 Internal compressed air systemThe engine is equipped with a pneumatic starting motor driving the engine through a gear rim on the flywheel.

The compressed air system of the electro-pneumatic overspeed trip is connected to the starting air system.For this reason, the air supply to the engine must not be closed during operation.

The nominal starting air pressure of 3 MPa (30 bar) is reduced to 0.8 MPa (8 bar) with a pressure regulatormounted on the engine.

Figure 8.1 Internal starting air system (DAAE060387a)

System components:

Air container05Turbine starter01

Solenoid valve06Blocking valve, when turning gear engaged02

Safety valve07Pneumatic cylinder at each injection pump03

Solenoid valves for air waste gate (if air waste gate)08Pressure regulator04


Stop solenoid 2CV153-2Starting air pressure, engine inletPT301

Starting solenoidCV321Control air pressure, engine inletPT311

Air waste gate control 1CV657-1Turning gear positionGS792

Air waste gate control 2CV657-2Stop solenoid 1CV153-1


DIN 2353PN100OD28Starting air inlet, 3MPa301


Product Guide8. Compressed Air System

8.2 External compressed air systemThe design of the starting air system is partly determined by classification regulations. Most classificationsocieties require that the total capacity is divided into two equally sized starting air receivers and startingair compressors. The requirements concerning multiple engine installations can be subject to special con-sideration by the classification society.

The starting air pipes should always be slightly inclined and equipped with manual or automatic drainingat the lowest points.

Figure 8.2 External starting air system (DAAE007204d)


Starting air inlet301Air filter (Starting air inlet)3F02

Starting air compressor unit3N02

Compressor (Starting air compressor unit)3P01

Separator (Starting air compressor unit)3S01

Starting air vessel3T01

8.2.1 Starting air compressor unit (3N02)At least two starting air compressors must be installed. It is recommended that the compressors are capableof filling the starting air vessel from minimum (1.8 MPa) to maximum pressure in 15...30 minutes. For exactdetermination of the minimum capacity, the rules of the classification societies must be followed.

8.2.2 Oil and water separator (3S01)An oil and water separator should always be installed in the pipe between the compressor and the air vessel.Depending on the operation conditions of the installation, an oil and water separator may be needed in thepipe between the air vessel and the engine.

8.2.3 Starting air vessel (3T01)The starting air vessels should be dimensioned for a nominal pressure of 3 MPa.

The number and the capacity of the air vessels for propulsion engines depend on the requirements of theclassification societies and the type of installation.



It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required volume of thevessels.

The starting air vessels are to be equipped with at least a manual valve for condensate drain. If the airvessels are mounted horizontally, there must be an inclination of 3...5° towards the drain valve to ensureefficient draining.

Figure 8.3 Starting air vessel

Weight[kg]

Dimensions [mm]Size[Litres] DL3 1)L2 1)L1

1703241102431807125

2004801102431217180

2744801102431767250

4504801332433204500

1) Dimensions are approximate.

The starting air consumption stated in technical data is for a successful start. During a remote start themain starting valve is kept open until the engine starts, or until the max. time for the starting attempt haselapsed. A failed remote start can consume two times the air volume stated in technical data. If the shiphas a class notation for unattended machinery spaces, then the starts are to be demonstrated as remotestarts, usually so that only the last starting attempt is successful.

The required total starting air vessel volume can be calculated using the formula:

where:

total starting air vessel volume [m3]VR =

normal barometric pressure (NTP condition) = 0.1 MPapE =

air consumption per start [Nm3] See Technical dataVE =

required number of starts according to the classification societyn =

maximum starting air pressure = 3 MPapRmax =

minimum starting air pressure = 1.8 MPapRmin =

NOTE! The total vessel volume shall be divided into at least two equally sized starting air vessels.



8.2.4 Starting air filter (3F02)Condense formation after the water separator (between starting air compressor and starting air vessels)create and loosen abrasive rust from the piping, fittings and receivers. Therefore it is recommended to installa filter before the starting air inlet on the engine to prevent particles to enter the starting air equipment.

An Y-type strainer can be used with a stainless steel screen and mesh size 75 µm. The pressure drop shouldnot exceed 20 kPa (0.2 bar) for the engine specific starting air consumption under a time span of 4 seconds.

The starting air filter is mandatory for W20 engines.



9. Cooling Water System

9.1 Water qualityThe fresh water in the cooling water system of the engine must fulfil the following requirements:

min. 6.5pH ...............................

max. 10 °dHHardness ....................

max. 80 mg/lChlorides ....................

max. 150 mg/lSulphates ....................

Good quality tap water can be used, but shore water is not always suitable. It is recommended to use waterproduced by an onboard evaporator. Fresh water produced by reverse osmosis plants often has higherchloride content than permitted. Rain water is unsuitable as cooling water due to the high content of oxygenand carbon dioxide.

Only treated fresh water containing approved corrosion inhibitors may be circulated through the engines.It is important that water of acceptable quality and approved corrosion inhibitors are used directly whenthe system is filled after completed installation.

9.1.1 Corrosion inhibitorsThe use of an approved cooling water additive is mandatory. An updated list of approved products is suppliedfor every installation and it can also be found in the Instruction manual of the engine, together with dosageand further instructions.

9.1.2 GlycolUse of glycol in the cooling water is not recommended unless it is absolutely necessary. Starting from 20%glycol the engine is to be de-rated 0.23 % per 1% glycol in the water. Max. 50% glycol is permitted.

Corrosion inhibitors shall be used regardless of glycol in the cooling water.


Product Guide9. Cooling Water System

9.2 Internal cooling water systemFigure 9.1 Internal cooling water system (DAAE060388a)

System components:

HT-thermostatic valve05HT-cooling water pump01

LT-thermostatic valve06LT-cooling water pump02

Adjustable orifice07Charge air cooler03

Lubricating oil cooler04

Sensors and Indicators:

LT water pressure, CAC inletPT471HT water pressure, jacket inletPT401

LT water pressure switch, stand-by pumpPS460HT water pressure switch. jacket inlet (if GL and ME)PSZ401

LT water temperature, CAC inletTE471HT water pressure switch, stand-by pumpPS410

LT water temperature, CAC inlet (option)TI471HT water temperature, jacket inletTE401

LT water temperature, CAC outlet (if FAKS/CBM)TE472HT water temperature, jacket inlet (option)TI401

LT water temperature, CAC outlet (option)TI472HT water temperature, engine outletTE402

LT water temperature, LOC outletTE482HT water temperature, engine outletTEZ402

LT water temperature, LOC outlet (option)TI482HT water temperature, engine outlet(if ABS/LRS/RS/CCS)

TEZ401-2


ISO 7005-1PN16DN65HT-water inlet401

ISO 7005-1PN16DN65HT-water outlet402

DIN 2353PN250OD12HT-water air vent404

ISO 7005-1PN16DN65Water from preheater to HT-circuit406

ISO 7005-1PN16DN65HT-water from stand-by pump408

Plug-M10 x 1HT-water drain411

ISO 7005-1PN16DN80LT-water inlet451

ISO 7005-1PN16DN80LT-water outlet452

DIN 2353PN250OD12LT-water air vent from air cooler454

ISO 7005-1PN16DN80LT-water from stand-by pump457

Plug-M18 x 1.5LT-water drain464



The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit.The HT water circulates through cylinder jackets and cylinder heads.

The LT water circulates through the charge air cooler and the lubricating oil cooler, which is built on theengine.

Temperature control valves regulate the temperature of the water out from the engine, by circulating somewater back to the cooling water pump inlet. The HT temperature control valve is always mounted on theengine, while the LT temperature control valve can be either on the engine or separate. In installations wherethe engines operate on MDF only it is possible to install the LT temperature control valve in the externalsystem and thus control the LT water temperature before the engine.

9.2.1 Engine driven circulating pumpsThe LT and HT cooling water pumps are engine driven. The engine driven pumps are located at the freeend of the engine.

Pump curves for engine driven pumps are shown in the diagrams. The nominal pressure and capacity canbe found in the chapter Technical data.

Figure 9.2 Pump curves

Table 9.1 Impeller diameters of engine driven HT & LT pumps

LT impeller [Ø mm]HT impeller [Ø mm]Engine speed [rpm]Engine

187170

180170

9001000

W 4L20

187175

187175

9001000

W 6L20

197187

191180

9001000

W 8L20

197187

191180

9001000

W 9L20



9.2.2 Engine driven sea water pumpAn engine driven sea water pump is available for main engines:

Figure 9.3 Engine driven sea water pump curves

9.2.3 Temperature control valve LT-circuitThe direct acting thermostatic valve controls the outlet water temperature.

49°C (43...54°C)set point

9.2.4 Temperature control valve HT-circuitThe direct acting thermostatic valve controls the outlet water temperature.

91°C (87...98°C)set point



9.3 External cooling water systemFigure 9.4 Cooling water system, auxiliary engines operating on HFO and MDO (3V76C5823a)

System components:

Transfer pump4P09Heater (Preheating unit)4E05

Air venting4S01Central cooler4E08

Drain tank4T04Preheating unit4N01

Expansion tank4T05Circulating pump (Preheating unit)4P04

Pipe connections are listed in section "Internal cooling water system".



Figure 9.5 Cooling water system common for ME and AE, mixed LT and HT-circuit, common heatrecovery and preheating forME and AE (DAAE018225c)

System components

Lubricating oil cooler, Main engine15L20 genset01

Ancillary plants16HT-Circulating pump02

Scavenge air cooler, Main engine17LT-Circulating pump03

Thermostatic valve HT18Air cooler04

Thermostatic valve HT, heat recovery/preheating19Oil cooler05

HT-Circulating pump, Main engine20HT-Thermostatic valve06

HT-Preheating pump, Main engine + Auxiliary engine21LT-Thermostatic valve07

HT-Preheater22Preheating pump, Auxiliary engine08

Heat recovery from HT-circuit, Main engine23Preheater, Auxiliary engine09

Heat recovery from LT-circuit, Main engine + Auxiliary engine24Central cooler10

Alternator cooler25Air venting11

Circulating pump26Expansion tank12

Booster heater (optional)27LT-Circulating pump13

LT-Thermostatic valve14




Figure 9.6 Common cooling water system, split LT and HT-circuit, common heat recovery and preheating (DAAE018600b)

System components:

Ancilliary plants16L20 Genset01

Scavenge air cooler, Main engine17HT-Circulating pump02

Thermostatic valve HT18LT-Circulating pump03

Thermostatic valve HT, heat recovery/preheating19Air cooler04

HT-Circulating pump, Main engine20Oil cooler05

HT-Preheating pump, Main engine + auxiliary engine21HT-Thermostatic valve06

HT-Preheater22LT-Thermostatic valve07

Heat recovery form HT-circuit, Main engine23Preheating pump, Auxiliary engine08

Heat recovery from HT-circuit, Main engine + auxiliary engine24Preheater, Auxiliary engine09

Alternator cooler25Central cooler10

HT-Cooler26Air venting11

HT-Expansion tank27Expansion tank12

Circulating pump28LT-Circulating pump13

Booster heater (oprional)29LT-Thermostatic valve14

Lubricating oil cooler, Main engine15




Figure 9.7 Cooling water system, main engine (3V76C5825a)

System components:

Stand-by pump (LT)4P05Heater (Preheating unit)4E05

Transfer pump4P09Central cooler4E08

Circulating pump (Sea water)4P11Cooler (Reduction gear)4E10

Air venting4S01Suction strainer (Sea water)4F01


Expansion tank4T05Stand-by pump (HT)4P03

Circulating pump (Preheating unit)4P04




Figure 9.8 Cooling water system, HFO engines with evaporator (3V76C5826a)

System components:

Transfer pump4P09Heater (Preheating unit)4E05

Air venting4S01Central cooler4E08


Expansion tank4T05Evaporator unit4N02

Thermostatic valve (Heat recovery)4V02Circulating pump (Preheating unit)4P04




Figure 9.9 Cooling water system, MDF engines with evaporator (3V76C5827a)

System components:

Air venting4S01Heater (Preheating unit)4E05

Drain tank4T04Central cooler4E08

Expansion tank4T05Preheating unit4N01

Thermostatic valve (Heat recovery)4V02Evaporator unit4N02

Thermostatic valve (LT)4V08Circulating pump (Preheating unit)4P04

Transfer pump4P09


It is recommended to divide the engines into several circuits in multi-engine installations. One reason is ofcourse redundancy, but it is also easier to tune the individual flows in a smaller system. Malfunction dueto entrained gases, or loss of cooling water in case of large leaks can also be limited. In some installationsit can be desirable to separate the HT circuit from the LT circuit with a heat exchanger.

The external system shall be designed so that flows, pressures and temperatures are close to the nominalvalues in Technical data and the cooling water is properly de-aerated.

Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system. Some cooling wateradditives react with zinc, forming harmful sludge. Zinc also becomes nobler than iron at elevated temperat-ures, which causes severe corrosion of engine components.

Ships (with ice class) designed for cold sea-water should have provisions for recirculation back to the seachest from the central cooler:



• For melting of ice and slush, to avoid clogging of the sea water strainer

• To enhance the temperature control of the LT water, by increasing the seawater temperature

9.3.1 Stand-by circulation pumps (4P03, 4P05)Stand-by pumps should be of centrifugal type and electrically driven. Required capacities and deliverypressures are stated in Technical data.

NOTE! Some classification societies require that spare pumps are carried onboard even though theship has multiple engines. Stand-by pumps can in such case be worth considering also for thistype of application.

9.3.2 Sea water pump (4P11)The capacity of electrically driven sea water pumps is determined by the type of coolers and the amountof heat to be dissipated.

Significant energy savings can be achieved in most installations with frequency control of electrically drivensea water pumps. Minimum flow velocity (fouling) and maximum sea water temperature (salt deposits) arehowever issues to consider.

9.3.3 Temperature control valve for central cooler (4V08)When it is desired to utilize the engine driven LT-pump for cooling of external equipment, e.g. a reductionor a generator, there must be a common LT temperature control valve in the external system, instead ofan individual valve for each engine. The common LT temperature control valve is installed after the centralcooler and controls the temperature of the water before the engine and the external equipment, by partlybypassing the central cooler. The valve can be either direct acting or electrically actuated.

The set-point of the temperature control valve 4V08 is 38 ºC in the type of system described above.

Engines operating on HFO must have individual LT temperature control valves. A separate pump is requiredfor the external equipment in such case, and the set-point of 4V08 can be lower than 38 ºC if necessary.

9.3.4 Fresh water central cooler (4E08)The fresh water cooler can be of either plate, tube or box cooler type. Plate coolers are most common.Several engines can share the same cooler.

It can be necessary to compensate a high flow resistance in the circuit with a smaller pressure drop overthe central cooler.

The flow to the fresh water cooler must be calculated case by case based on how the circuit is designed.

In case the fresh water central cooler is used for combined LT and HT water flows in a parallel system thetotal flow can be calculated with the following formula:

where:

total fresh water flow [m³/h]q =

nominal LT pump capacity[m³/h]qLT =

heat dissipated to HT water [kW]Φ =

HT water temperature after engine (91°C)Tout =

HT water temperature after cooler (38°C)Tin =

Design data:

see chapter Technical DataFresh water flow

see chapter Technical DataHeat to be dissipated

max. 60 kPa (0.6 bar)Pressure drop on fresh water side

acc. to cooler manufacturer, normally 1.2 - 1.5 x the fresh water flowSea-water flow



Design data:

acc. to pump head, normally 80 - 140 kPa (0.8 - 1.4 bar)Pressure drop on sea-water side, norm.

max. 38°CFresh water temperature after cooler

15%Margin (heat rate, fouling)

Figure 9.10 Central cooler, main dimensions (4V47E0188b)

Weight [kg]Dimension [mm]Sea waterCooling water

WetDryCBATsw, out[°C]

Tsw, in[°C]

Flow[m³/h]

Tcw, out[°C]

Tcw, in[°C]

Flow[m³/h]

[rpm]Engine

29827569550510644.332363854.3271000W 4L20

32128884565515043.532533853.3401000W 6L20

34129884565519843.832713853.6531000W 8L20

354305109590522143.832803853.7591000W 9L20

As an alternative for the central coolers of the plate or of the tube type a box cooler can be installed. Theprinciple of box cooling is very simple. Cooling water is forced through a U-tube-bundle, which is placedin a sea-chest having inlet- and outlet-grids. Cooling effect is reached by natural circulation of the surroundingwater. The outboard water is warmed up and rises by its lower density, thus causing a natural upward cir-culation flow which removes the heat.

Box cooling has the advantage that no raw water system is needed, and box coolers are less sensitive forfouling and therefor well suited for shallow or muddy waters.

9.3.5 Waste heat recoveryThe waste heat in the HT cooling water can be used for fresh water production, central heating, tank heatingetc. The system should in such case be provided with a temperature control valve to avoid unnecessarycooling, as shown in the example diagrams. With this arrangement the HT water flow through the heat re-covery can be increased.

The heat available from HT cooling water is affected by ambient conditions. It should also be taken intoaccount that the recoverable heat is reduced by circulation to the expansion tank, radiation from pipingand leakages in temperature control valves.



9.3.6 Air ventingAir may be entrained in the system after an overhaul, or a leak may continuously add air or gas into thesystem. The engine is equipped with vent pipes to evacuate air from the cooling water circuits. The ventpipes should be drawn separately to the expansion tank from each connection on the engine.

Venting pipes to the expansion tank are to be installed at all high points in the piping system, where air orgas can accumulate.

The vent pipes must be continuously rising.

9.3.7 Expansion tank (4T05)The expansion tank compensates for thermal expansion of the coolant, serves for venting of the circuitsand provides a sufficient static pressure for the circulating pumps.

Design data:

70 - 150 kPa (0.7...1.5 bar)Pressure from the expansion tank at pump inlet

min. 10% of the total system volumeVolume

NOTE! The maximum pressure at the engine must not be exceeded in case an electrically driven pumpis installed significantly higher than the engine.

Concerning the water volume in the engine, see chapter Technical data.

The expansion tank should be equipped with an inspection hatch, a level gauge, a low level alarm and ne-cessary means for dosing of cooling water additives.

The vent pipes should enter the tank below the water level. The vent pipes must be drawn separately tothe tank (see air venting) and the pipes should be provided with labels at the expansion tank.

The balance pipe down from the expansion tank must be dimensioned for a flow velocity not exceeding1.0...1.5 m/s in order to ensure the required pressure at the pump inlet with engines running. The flowthrough the pipe depends on the number of vent pipes to the tank and the size of the orifices in the ventpipes. The table below can be used for guidance.

Table 9.2 Minimum diameter of balance pipe

Max. number of vent pipeswith ø 5 mm orifice

Max. flow velocity(m/s)

Nominal pipe size

31.1DN 32

61.2DN 40

101.3DN 50

171.4DN 65

9.3.8 Drain tank (4T04)It is recommended to collect the cooling water with additives in a drain tank, when the system has to bedrained for maintenance work. A pump should be provided so that the cooling water can be pumped backinto the system and reused.

Concerning the water volume in the engine, see chapter Technical data. The water volume in the LT circuitof the engine is small.

9.3.9 PreheatingThe cooling water circulating through the cylinders must be preheated to at least 60 ºC, preferably 70 ºC.This is an absolute requirement for installations that are designed to operate on heavy fuel, but stronglyrecommended also for engines that operate exclusively on marine diesel fuel.

The energy required for preheating of the HT cooling water can be supplied by a separate source or by arunning engine, often a combination of both. In all cases a separate circulating pump must be used. It iscommon to use the heat from running auxiliary engines for preheating of main engines. In installations with



several main engines the capacity of the separate heat source can be dimensioned for preheating of twoengines, provided that this is acceptable for the operation of the ship. If the cooling water circuits are sep-arated from each other, the energy is transferred over a heat exchanger.

Heater (4E05)

The energy source of the heater can be electric power, steam or thermal oil.

It is recommended to heat the HT water to a temperature near the normal operating temperature. Theheating power determines the required time to heat up the engine from cold condition.

The minimum required heating power is 2 kW/cyl, which makes it possible to warm up the engine from 20ºC to 60...70 ºC in 10-15 hours. The required heating power for shorter heating time can be estimated withthe formula below. About 1 kW/cyl is required to keep a hot engine warm.

Design data:

min. 60°CPreheating temperature

2 kW/cylRequired heating power

1 kW/cylHeating power to keep hot engine warm

Required heating power to heat up the engine, see formula below:

where:

Preheater output [kW]P =

Preheating temperature = 60...70 °CT1 =

Ambient temperature [°C]T0 =

Engine weight [ton]meng =

Lubricating oil volume [m3] (wet sump engines only)VLO =

HT water volume [m3]VFW =

Preheating time [h]t =

Engine specific coefficient = 0.5 kWkeng =

Number of cylindersncyl =

P < 2 kW/cylThe formula above should not be used for

Circulation pump for preheater (4P04)

Design data:

0.3 m3/h per cylinderCapacity

80 kPa (0.8 bar)Delivery pressure

Preheating unit (4N01)

A complete preheating unit can be supplied. The unit comprises:

• Electric or steam heaters

• Circulating pump

• Control cabinet for heaters and pump

• Set of thermometers

• Non-return valve

• Safety valve



Figure 9.11 Preheating unit, electric (3V60L0653a)

DimensionsPipe connectionsWeightPump capacityHeater capacity

EDCBAInlet / Outletkgm3 / hkW

4251906107201050DN407537.5

4502406605501050DN4093312

4502406607201050DN4093315

4502406609001250DN4095318

4752907007201050DN40100822.5

4752907009001250DN40103827

4752907007201050DN40105830

4752907009001250DN40125836

5053507557201250DN40145845

5053507559001250DN40150854

9.3.10 ThrottlesThrottles (orifices) are to be installed in all by-pass lines to ensure balanced operating conditions for tem-perature control valves. Throttles must also be installed wherever it is necessary to balance the waterflowbetween alternate flow paths.

9.3.11 Thermometers and pressure gaugesLocal thermometers should be installed wherever there is a temperature change, i.e. before and after heatexchangers etc.

Local pressure gauges should be installed on the suction and discharge side of each pump.



10. Combustion Air System

10.1 Engine room ventilationTo maintain acceptable operating conditions for the engines and to ensure trouble free operation of allequipment, attention shall be paid to the engine room ventilation and the supply of combustion air.

The air intakes to the engine room must be located and designed so that water spray, rain water, dust andexhaust gases cannot enter the ventilation ducts and the engine room.

The dimensioning of blowers and extractors should ensure that an overpressure of about 50 Pa is maintainedin the engine room in all running conditions.

For the minimum requirements concerning the engine room ventilation and more details, see applicablestandards, such as ISO 8861.

The amount of air required for ventilation is calculated from the total heat emission Φ to evacuate. To de-termine Φ, all heat sources shall be considered, e.g.:

• Main and auxiliary diesel engines

• Exhaust gas piping

• Generators

• Electric appliances and lighting

• Boilers

• Steam and condensate piping

• Tanks

It is recommended to consider an outside air temperature of no less than 35°C and a temperature rise of11°C for the ventilation air.

The amount of air required for ventilation is then calculated using the formula:

where:

air flow [m³/s]qv =

total heat emission to be evacuated [kW]Φ =

air density 1.13 kg/m³ρ =

specific heat capacity of the ventilation air 1.01 kJ/kgKc =

temperature rise in the engine room [°C]ΔT =

The heat emitted by the engine is listed in chapter Technical data.

The engine room ventilation air has to be provided by separate ventilation fans. These fans should preferablyhave two-speed electric motors (or variable speed). The ventilation can then be reduced according to outsideair temperature and heat generation in the engine room, for example during overhaul of the main enginewhen it is not preheated (and therefore not heating the room).

The ventilation air is to be equally distributed in the engine room considering air flows from points of deliverytowards the exits. This is usually done so that the funnel serves as exit for most of the air. To avoid stagnantair, extractors can be used.

It is good practice to provide areas with significant heat sources, such as separator rooms with their ownair supply and extractors.

Under-cooling of the engine room should be avoided during all conditions (service conditions, slowsteaming and in port). Cold draft in the engine room should also be avoided, especially in areas of frequentmaintenance activities. For very cold conditions a pre-heater in the system should be considered. Suitablemedia could be thermal oil or water/glycol to avoid the risk for freezing. If steam is specified as heatingmedium for the ship, the pre-heater should be in a secondary circuit.


Product Guide10. Combustion Air System

Figure 10.1 Engine room ventilation, turbocharger with air filter (DAAE092651)

Figure 10.2 Engine room ventilation, air duct connected to the turbocharger (DAAE092652)

10.2 Combustion air system designUsually, the combustion air is taken from the engine room through a filter on the turbocharger. This reducesthe risk for too low temperatures and contamination of the combustion air. It is important that the combustionair is free from sea water, dust, fumes, etc.



During normal operating conditions the air temperature at turbocharger inlet should be kept between15...35°C. Temporarily max. 45°C is allowed. For the required amount of combustion air, see sectionTechnical data.

The combustion air shall be supplied by separate combustion air fans, with a capacity slightly higher thanthe maximum air consumption. The combustion air mass flow stated in technical data is defined for anambient air temperature of 25°C. Calculate with an air density corresponding to 30°C or more when trans-lating the mass flow into volume flow. The expression below can be used to calculate the volume flow.

where:

combustion air volume flow [m³/s]qc =

combustion air mass flow [kg/s]m' =

air density 1.15 kg/m³ρ =

The fans should preferably have two-speed electric motors (or variable speed) for enhanced flexibility. Inaddition to manual control, the fan speed can be controlled by engine load.

In multi-engine installations each main engine should preferably have its own combustion air fan. Thus theair flow can be adapted to the number of engines in operation.

The combustion air should be delivered through a dedicated duct close to the turbocharger, directed towardsthe turbocharger air intake. The outlet of the duct should be equipped with a flap for controlling the directionand amount of air. Also other combustion air consumers, for example other engines, gas turbines andboilers shall be served by dedicated combustion air ducts.

If necessary, the combustion air duct can be connected directly to the turbocharger with a flexible connectionpiece. With this arrangement an external filter must be installed in the duct to protect the turbocharger andprevent fouling of the charge air cooler. The permissible total pressure drop in the duct is max. 1.5 kPa.The duct should be provided with a step-less change-over flap to take the air from the engine room or fromoutside depending on engine load and air temperature.

For very cold conditions heating of the supply air must be arranged. The combustion air fan is stoppedduring start of the engine and the necessary combustion air is drawn from the engine room. After starteither the ventilation air supply, or the combustion air supply, or both in combination must be able tomaintain the minimum required combustion air temperature. The air supply from the combustion air fan isto be directed away from the engine, when the intake air is cold, so that the air is allowed to heat up in theengine room.

10.2.1 Charge air shut-off valve, "rigsaver" (optional)In installations where it is possible that the combustion air includes combustible gas or vapour the enginescan be equipped with charge air shut-off valve. This is regulated mandatory where ingestion of flammablegas or fume is possible.

10.2.2 Condensation in charge air coolersAir humidity may condense in the charge air cooler, especially in tropical conditions. The engine equippedwith a small drain pipe from the charge air cooler for condensed water.

The amount of condensed water can be estimated with the diagram below.



Figure 10.3 Condensation in charge air coolersExample, according to the diagram:

At an ambient air temperature of 35°C and a relative humidityof 80%, the content of water in the air is 0.029 kg water/ kg dryair. If the air manifold pressure (receiver pressure) under theseconditions is 2.5 bar (= 3.5 bar absolute), the dew point will be55°C. If the air temperature in the air manifold is only 45°C, theair can only contain 0.018 kg/kg. The difference, 0.011 kg/kg(0.029 - 0.018) will appear as condensed water.



11. Exhaust Gas System

11.1 Internal exhaust gas systemFigure 11.1 Internal exhaust gas system (DAAE060390b)

System components:

Charge air cooler04Turbocharger01

Water mist device (option)05Water container02

Air waste gate (IMO Tier 2 engines)06Pressure from air duct03


Charge air pressure, CAC outletPT601Exhaust gas temperature after each cylinderTE50#1A

Charge air pressure, CAC outletPT601-2Exhaust gas temperature, TC inletTE511

Air temperature, TC inlet (if FAKS/CBM)TE600Exhaust gas temperature, TC outletTE517

Charge air temperature, CAC inlet (if FAKS/CBM)TE621TC speedSE518

Charge air temperature, engine inletTE601

Charge air temperature, CAC oulet (if GL)TI622


ISO 7005-1PN64L: DN2006L: DN2508L: DN250,DN3009L: DN300

Exhaust gas outlet501

Quick couplingPN20OD15Cleaning water to turbine502

DIN 2353OD28Charge air waste gate outlet611


Product Guide11. Exhaust Gas System

11.2 Exhaust gas outletFigure 11.2 Exhaust gas outlet (4V76A2679a)

ØB [mm]ØA [mm]Engine

300200W 4L20

350...400250W 6L20

400...450250, 300W 8L20

450300W 9L20

The exhaust gas outlet from the turbocharger can be rotated to several positions, the positions dependingon the number of cylinders. Other directions can be arranged by means of the adapter at the turbochargeroutlet.



11.3 External exhaust gas systemEach engine should have its own exhaust pipe into open air. Backpressure, thermal expansion and supportingare some of the decisive design factors.

Flexible bellows must be installed directly on the turbocharger outlet, to compensate for thermal expansionand prevent damages to the turbocharger due to vibrations.

Diesel engine1

Exhaust gas bellows2

Connection for measurement of back pressure3

Transition piece4

Drain with water trap, continuously open5

Bilge6

SCR7

Urea injection unit (SCR)8

CSS silencer element9

Figure 11.3 External exhaust gas system

11.3.1 PipingThe piping should be as short and straight as possible. Pipe bends and expansions should be smooth tominimise the backpressure. The diameter of the exhaust pipe should be increased directly after the bellowson the turbocharger. Pipe bends should be made with the largest possible bending radius; the bendingradius should not be smaller than 1.5 x D.

The recommended flow velocity in the pipe is 35…40 m/s at full output. If there are many resistance factorsin the piping, or the pipe is very long, then the flow velocity needs to be lower. The exhaust gas mass flowgiven in chapter Technical data can be translated to velocity using the formula:

Where:

gas velocity [m/s]v =

exhaust gas mass flow [kg/s]m' =

exhaust gas temperature [°C]T =

exhaust gas pipe diameter [m]D =

Each exhaust pipe should be provided with a connection for measurement of the backpressure.

The exhaust gas pipe should be provided with water separating pockets and drain.

The exhaust pipe must be insulated all the way from the turbocharger and the insulation is to be protectedby a covering plate or similar to keep the insulation intact. Closest to the turbocharger the insulation shouldconsist of a hook on padding to facilitate maintenance. It is especially important to prevent that insulationis detached by the strong airflow to the turbocharger.



11.3.2 SupportingIt is very important that the exhaust pipe is properly fixed to a support that is rigid in all directions directlyafter the bellows on the turbocharger. There should be a fixing point on both sides of the pipe at the support.The bellows on the turbocharger may not be used to absorb thermal expansion from the exhaust pipe. Thefirst fixing point must direct the thermal expansion away from the engine. The following support must preventthe pipe from pivoting around the first fixing point.

Absolutely rigid mounting between the pipe and the support is recommended at the first fixing point afterthe turbocharger. Resilient mounts can be accepted for resiliently mounted engines with long bellows,provided that the mounts are self-captive; maximum deflection at total failure being less than 2 mm radialand 4 mm axial with regards to the bellows. The natural frequencies of the mounting should be on a safedistance from the running speed, the firing frequency of the engine and the blade passing frequency of thepropeller. The resilient mounts can be rubber mounts of conical type, or high damping stainless steel wirepads. Adequate thermal insulation must be provided to protect rubber mounts from high temperatures.When using resilient mounting, the alignment of the exhaust bellows must be checked on a regular basisand corrected when necessary.

After the first fixing point resilient mounts are recommended. The mounting supports should be positionedat stiffened locations within the ship’s structure, e.g. deck levels, frame webs or specially constructedsupports.

The supporting must allow thermal expansion and ship’s structural deflections.

11.3.3 Back pressureThe maximum permissible exhaust gas back pressure is stated in chapter Technical Data. The back pressurein the system must be calculated by the shipyard based on the actual piping design and the resistance ofthe components in the exhaust system. The exhaust gas mass flow and temperature given in chapterTechnical Data may be used for the calculation.

The back pressure must also be measured during the sea trial.

11.3.4 Exhaust gas bellows (5H01, 5H03)Bellows must be used in the exhaust gas piping where thermal expansion or ship’s structural deflectionshave to be segregated. The flexible bellows mounted directly on the turbocharger outlet serves to minimisethe external forces on the turbocharger and thus prevent excessive vibrations and possible damage. Allexhaust gas bellows must be of an approved type.

11.3.5 Selective Catalytic Reduction (11N03)The exhaust gas piping must be straight at least 3...5 meters in front of the SCR unit. If both an exhaustgas boiler and a SCR unit will be installed, then the exhaust gas boiler shall be installed after the SCR. Ar-rangements must be made to ensure that water cannot spill down into the SCR, when the exhaust boileris cleaned with water.

11.3.6 Exhaust gas boilerIf exhaust gas boilers are installed, each engine should have a separate exhaust gas boiler. Alternatively,a common boiler with separate gas sections for each engine is acceptable.

For dimensioning the boiler, the exhaust gas quantities and temperatures given in chapter Technical datamay be used.



11.3.7 Exhaust gas silencersThe exhaust gas silencing can be accomplished either by the patented Compact Silencer System (CSS)technology or by the conventional exhaust gas silencer.

Exhaust noise

The unattenuated exhaust noise is typically measured in the exhaust duct. The in-duct measurement istransformed into free field sound power through a number of correction factors.

The spectrum of the required attenuation in the exhaust system is achieved when the free field sound power(A) is transferred into sound pressure (B) at a certain point and compared with the allowable sound pressurelevel (C).

Figure 11.4 Exhaust noise, source power corrections

The conventional silencer is able to reduce the sound level in a certain area of the frequency spectrum.CSS is designed to cover the whole frequency spectrum.



Silencer system comparison

With a conventional silencer system, the design of the noise reduction system usually starts from the engine.With the CSS, the design is reversed, meaning that the noise level acceptability at a certain distance fromthe ship's exhaust gas pipe outlet, is used to dimension the noise reduction system.

Figure 11.5 Silencer system comparison

Compact silencer system (5N02)

The CSS system is optimized for each installation as a complete exhaust gas system. The optimization ismade according to the engine characteristics, to the sound level requirements and to other equipment in-stalled in the exhaust gas system, like SCR, exhaust gas boiler or scrubbers.

The CSS system is built up of three different CSS elements; resistive, reactive and composite elements.The combination-, amount- and length of the elements are always installation specific. The diameter of theCSS element is 1.4 times the exhaust gas pipe diameter.

The noise attenuation is valid up to a exhaust gas flow velocity of max 40 m/s. The pressure drop of a CSSelement is lower compared to a conventional exhaust gas silencer (5R02).



Conventional exhaust gas silencer (5R02)

Yard/designer should take into account that unfavourable layout of the exhaust system (length of straightparts in the exhaust system) might cause amplification of the exhaust noise between engine outlet and thesilencer. Hence the attenuation of the silencer does not give any absolute guarantee for the noise level afterthe silencer.

When included in the scope of supply, the standard silencer is of the absorption type, equipped with aspark arrester. It is also provided with a soot collector and a condense drain, but it comes without mountingbrackets and insulation. The silencer can be mounted either horizontally or vertically.

The noise attenuation of the standard silencer is either 25 or 35 dB(A). This attenuation is valid up to a flowvelocity of max. 40 m/s.

Figure 11.6 Exhaust gas silencer (4V49E0137b)

Table 11.1 Typical dimensions of exhaust gas silencers

Attenuation: 35 dB(A)Attenuation: 25 dB(A)

B [mm]A [mm]D [mm]NS Weight [kg]L [mm]Weight [kg]L [mm]

455353036025301501250860300

580378044027801151405950350

7104280570328015015001060400

8554280685343018017001200450

8604280685343020017001200500

Flanges: DIN 2501



12. Turbocharger CleaningRegular water cleaning of the turbine and the compressor reduces the formation of deposits and extendsthe time between overhauls. Fresh water is injected into the turbocharger during operation. Additives,solvents or salt water must not be used and the cleaning instructions in the operation manual must becarefully followed.

12.1 Turbine cleaning systemA dosing unit consisting of a flow meter and an adjustable throttle valve is delivered for each installation.The dosing unit is installed in the engine room and connected to the engine with a detachable rubber hose.The rubber hose is connected with quick couplings and the length of the hose is normally 10 m. One dosingunit can be used for several engines.

Water supply:

Fresh water

0.3 MPa (3 bar)Min. pressure

2 MPa (20 bar)Max. pressure

80 °CMax. temperature

6-10 l/min (depending on cylinder configuration)Flow

Figure 12.1 Turbine cleaning system (DAAE003884)

SizePipe connectionsSystem components

Quick couplingCleaning water to turbine502Dosing unit with shut-off valve01

Rubber hose02

12.2 Compressor cleaning systemThe compressor side of the turbocharger is cleaned using a separate dosing vessel mounted on the engine.


Product Guide12. Turbocharger Cleaning

13. Exhaust EmissionsExhaust emissions from the diesel engine mainly consist of nitrogen, oxygen and combustion products likecarbon dioxide (CO2), water vapour and minor quantities of carbon monoxide (CO), sulphur oxides (SOx),nitrogen oxides (NOx), partially reacted and non-combusted hydrocarbons (HC) and particulate matter (PM).

There are different emission control methods depending on the aimed pollutant. These are mainly dividedin two categories; primary methods that are applied on the engine itself and secondary methods that areapplied on the exhaust gas stream.

13.1 Diesel engine exhaust componentsThe nitrogen and oxygen in the exhaust gas are the main components of the intake air which don't takepart in the combustion process.

CO2 and water are the main combustion products. Secondary combustion products are carbon monoxide,hydrocarbons, nitrogen oxides, sulphur oxides, soot and particulate matters.

In a diesel engine the emission of carbon monoxide and hydrocarbons are low compared to other internalcombustion engines, thanks to the high air/fuel ratio in the combustion process. The air excess allows analmost complete combustion of the HC and oxidation of the CO to CO2, hence their quantity in the exhaustgas stream are very low.

13.1.1 Nitrogen oxides (NOx)

The combustion process gives secondary products as Nitrogen oxides. At high temperature the nitrogen,usually inert, react with oxygen to form Nitric oxide (NO) and Nitrogen dioxide (NO2), which are usuallygrouped together as NOx emissions. Their amount is strictly related to the combustion temperature.

NO can also be formed through oxidation of the nitrogen in fuel and through chemical reactions with fuelradicals. NO in the exhaust gas flow is in a high temperature and high oxygen concentration environment,hence oxidizes rapidly to NO2. The amount of NO2 emissions is approximately 5 % of total NOx emissions.

13.1.2 Sulphur Oxides (SOx)

Sulphur oxides (SOx) are direct result of the sulphur content of the fuel oil. During the combustion processthe fuel bound sulphur is rapidly oxidized to sulphur dioxide (SO2). A small fraction of SO2 may be furtheroxidized to sulphur trioxide (SO3).

13.1.3 Particulate Matter (PM)The particulate fraction of the exhaust emissions represents a complex mixture of inorganic and organicsubstances mainly comprising soot (elemental carbon), fuel oil ash (together with sulphates and associatedwater), nitrates, carbonates and a variety of non or partially combusted hydrocarbon components of thefuel and lubricating oil.

13.1.4 SmokeAlthough smoke is usually the visible indication of particulates in the exhaust, the correlations betweenparticulate emissions and smoke is not fixed. The lighter and more volatile hydrocarbons will not be visiblenor will the particulates emitted from a well maintained and operated diesel engine.

Smoke can be black, blue, white, yellow or brown in appearance. Black smoke is mainly comprised ofcarbon particulates (soot). Blue smoke indicates the presence of the products of the incomplete combustionof the fuel or lubricating oil. White smoke is usually condensed water vapour. Yellow smoke is caused byNOx emissions. When the exhaust gas is cooled significantly prior to discharge to the atmosphere, thecondensed NO2 component can have a brown appearance.


Product Guide13. Exhaust Emissions

13.2 Marine exhaust emissions legislation

13.2.1 International Maritime Organization (IMO)The increasing concern over the air pollution has resulted in the introduction of exhaust emission controlsto the marine industry. To avoid the growth of uncoordinated regulations, the IMO (International MaritimeOrganization) has developed the Annex VI of MARPOL 73/78, which represents the first set of regulationson the marine exhaust emissions.

MARPOL Annex VI - Air Pollution

The MARPOL 73/78 Annex VI entered into force 19 May 2005, and applies to diesel engines over 130 kWinstalled on ships built (defined as date of keel laying or similar stage of construction) on or after January1, 2000. The Annex VI sets limits on Nitrogen Oxides, Sulphur Oxides and Volatile Organic Compoundsemissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances.

Nitrogen Oxides, NOx Emissions

IMO Tier 1 NOx emission standard

NOx emissions limit is expressed as dependent on engine speed. IMO has developed a detailed NOxTechnical Code which regulates the enforcement of these rules.

The IMO Tier 1 NOx limit is defined as follows:

= 17 when rpm < 130= 45 x rpm-0.2 when 130 < rpm < 2000= 9.8 when rpm > 2000

NOx [g/kWh]

The NOx level is a weigthed awerage of NOx emissions at different loads, in accordance with the applicabletest cycle for the specific engine operating profile.

EIAPP Certification

An EIAPP (Engine International Air Pollution Prevention) Certificate is issued for each engine showing thatthe engine complies with the NOx regulations set by the IMO.

When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (distillate) and the testis performed according to ISO 8178 test cycles. Subsequently, the NOx value has to be calculated usingdifferent weighting factors for different loads that have been corrected to ISO 8178 conditions. The usedISO 8178 test cycles are presented in following table.

Table 13.1 ISO 8178 test cycles

100100100100100Speed (%)D2: Auxiliary engine

10255075100Power (%)

0.10.30.30.250.05Weightingfactor

100100100100Speed (%)E2: Diesel electric propul-sion or controllable pitchpropeller

255075100Power (%)

0.150.150.50.2Weightingfactor

638091100Speed (%)E3: Fixed pitch propeller

255075100Power (%)

0.150.150.50.2Weightingfactor



IdleIntermediateRatedSpeedC1:"Variable -speed and -loadauxiliary engine application"

05075100105075100Torque (%)

0.150.10.10.10.10.150.150.15Weightingfactor

Engine family/group

As engine manufacturers have a variety of engines ranging in size and application, the NOx Technical Codeallows the organising of engines into families or groups. By definition, an engine family is a manufacturer’sgrouping, which through their design, are expected to have similar exhaust emissions characteristics i.e.,their basic design parameters are common. When testing an engine family, the engine which is expectedto develop the worst emissions is selected for testing. The engine family is represented by the parent engine,and the certification emission testing is only necessary for the parent engine. Further engines can be certifiedby checking document, component, setting etc., which have to show correspondence with those of theparent engine.

Technical file

According to the IMO regulations, a Technical File shall be made for each engine. The Technical File containsinformation about the components affecting NOx emissions, and each critical component is marked witha special IMO number. The allowable setting values and parameters for running the engine are also specifiedin the Technical File. The EIAPP certificate is part of the IAPP (International Air Pollution Prevention) Statementof Compliance for the whole ship.

IMO Tier 2 NOx emission standard (new ships 2011)

The Marpol Annex VI and the NOx Technical Code has been undertaken a review with the intention to furtherreduce emissions from ships. In the IMO BLG 12 meeting in April 2008 proposals for IMO Tier 2 and IMOTier 3 emission limits were agreed. Final adoption for IMO Tier 2 and Tier 3 was taken by IMO/MEPC 58 inOctober 2008.

IMO Tier 2 NOx level will enter into force from 1.1.2011 and be applied globally for new marine diesel engines> 130 kW. The IMO Tier 2 NOx limit is expressed as dependent on engine speed.


= 44 x rpm-0.23 when 130 < rpm < 2000NOx [g/kWh]

The NOx level is a weigthed awerage of NOx emissions at different loads, and the test cycle is based onthe engine operating profile acconding to ISO 8178 test cycles. IMO Tier 2 NOx limit corresponds to about20% reduction from todays IMO Tier 1 level. This reduction can be reached with engine optimization.

IMO Tier 3 NOx emission standard (new ships 2016, in designated areas)

IMO Tier 3 NOx level will enter into force from 1 January 2016, but the Tier 3 NOx level will only apply indesignated special areas. These areas are not yet defined by IMO. The Tier 3 NOx limit will be applicableto diesel engines > 600 kW and ships with main propulsion engines > 30 litres/cyl. IMO Tier 2 NOx level willapply outside the Tier 3 designated areas. The IMO Tier 3 NOx limit is expressed as dependent on enginespeed.


= 9 x rpm-0.2 when 130 < rpm < 2000NOx [g/kWh]

IMO Tier 3 NOx limit corresponds to 80% reduction from todays IMO Tier 1 level. The reduction can bereached by applying a secondary emission control system. At present SCR is the only efficient way to reachthe NOx reduction of 80%.



Figure 13.1 IMO NOx emission limits

Sulphur Oxides, SOx emissions

Marpol Annex VI has set a maximum global sulphur limit of 4,5% in weight for any fuel used on board aship. Annex VI also contains provisions allowing for special SOx Emission Control Areas (SECA) to be es-tablished with more stringent controls on sulphur emissions. In a “SOx Emission Control Area”, which cur-rently comprises the Baltic Sea, the North Sea and the English Channel, the sulphur content of fuel oil usedonboard a ship must not exceed 1.5% in weigth. Alternatively, an exhaust gas cleaning system can beapplied to reduce the total emission of sulphur oxides from ships, including both auxiliary and mainpropulsion engines, to 6.0 g/kWh or less calculated as the total weight of sulphur dioxide emission.

The Marpol Annex VI has undertaken a review with the intention to further reduce emissions from ships. Inthe IMO BLG 12 meeting in April 2008 proposals for new fuel oil sulpur limits were agreed. Final adoptionof the proposed sulphur limits was taken by IMO/MEPC 58 in October 2008. The upcoming limits for futurefuel oil sulpur contents are presented in the following table.

Table 13.2 Upcoming fuel sulphur caps

Date of implementationAreaFuel sulphur cap

1 July 2010SECA AreasMax. 1% S in fuel

1 January 2012GloballyMax 3.5% S in fuel

1 January 2015SECA AreasMax. 0.1% S in fuel

1 January 2020GloballyMax. 0.5% S in fuel

Abatement technologies including scrubbers are allowed as alternatives to low sulphur fuels.

13.2.2 Other LegislationsThere are also other local legislations in force in particular regions.

13.3 Methods to reduce exhaust emissionsAll standard Wärtsilä engines meet the NOx emission level set by the IMO (International Maritime Organisation)and most of the local emission levels without any modifications. Wärtsilä has also developed solutions tosignificantly reduce NOx emissions when this is required.

Diesel engine exhaust emissions can be reduced either with primary or secondary methods. The primarymethods limit the formation of specific emissions during the combustion process. The secondary methodsreduce emission components after formation as they pass through the exhaust gas system.



13.3.1 Selective Catalytic Reduction (SCR)Selective Catalytic Reduction (SCR) is the only way to reach a NOx reduction level of 85-95%. The disad-vantages of the SCR are the large size and the relatively high installation and operation costs.

A reducing agent, aqueous solution of urea (40 wt-%), is injected into the exhaust gas directly after theturbocharger. Urea decays rapidly to ammonia (NH3) and carbon dioxide. The mixture is passed throughthe catalyst where NOx is converted to harmless nitrogen and water.

A typical SCR system comprises a urea solution storage tank, a urea solution pumping system, a reducingagent injection system and the catalyst housing with catalyst elements. In the next figure a typical SCRsystem is shown.

Figure 13.2 Typical P&ID for SCR system

The catalyst elements are of honeycomb type and are typically of a ceramic structure with the active cata-lytic material spread over the catalyst surface. The catalyst elements are arranged in layers and a sootblowing system should provided before each layer in order to avoid catalyst clogging.

The injection of urea is controlled by feedback from a NOx measuring device after the catalyst. The rate ofNOx reduction depends on the amount of urea added, which can be expressed as NH3/NOx ratio. The in-crease of the catalyst volume can also increase the reduction rate.

When operating on HFO, the exhaust gas temperature before the SCR must be at least 330°C, dependingon the sulphur content of the fuel. When operating on MDF, the exhaust gas temperature can be lower. Ifan exhaust gas boiler is specified, it should be installed after the SCR.

The lifetime of the catalyst is mainly dependent on the fuel oil quality and also to some extent on the lubric-ating oil quality. The lifetime of a catalyst is typically 3-5 years for liquid fuels and slightly longer if the engine



is operating on gas. The total catalyst volume is usually divided into three layers of catalyst, and thus onelayer at time can be replaced, and remaining activity in the older layers can be utilised.

Urea consumption and replacement of catalyst layers are generating the main running costs of the catalyst.The urea consumption is about 15 g/kWh of 40 wt-% urea. The urea solution can be prepared mixing ureagranulates with water or the urea can be purchased as a 40 wt-% solution. The urea tank should be bigenough for the ship to achieve the required autonomy.



14. Automation SystemWärtsilä Unified Controls – UNIC is a modular embedded automation system, which is available in two dif-ferent versions.

The basic functionality is the same in both versions. UNIC C1 has a completely hardwired signal interfacewith external systems, whereas UNIC C2 has a hardwired interface for control functions and a bus commu-nication interface for alarm and monitoring.

14.1 UNIC C1The equipment on the engine included in UNIC C1 handles all control functions on the engine; for examplestart sequencing, start blocking, normal stops, safety shutdowns, speed control and power distribution.The engine is equipped with push buttons for local operation and local display of the most important oper-ating parameters. All terminals for signals to/from external systems are located in the main cabinet on theengine.

Figure 14.1 Architecture of UNIC C1

Equipment in the main cabinet on the engine:

Main Control Module handles all strategic control functions, for example start sequencing, startblocking and speed/load control.

MCM

Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeedor low lubricating oil pressure. The safety module is the interface to the shutdown devices on theengine for all other control equipment.

ESM

Local Control Panel is equipped with push buttons and switches for local engine control, as well asa graphical panel with indication of the most important operating parameters.

LCP

Power Distribution Module handles fusing, power distribution, earth fault monitoring and EMC filtrationin the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and controldevices.

PDM


Product Guide14. Automation System

Equipment locally on the engine

• Sensors

• Solenoids

• Actuators

The above equipment is prewired to the main cabinet on the engine. The ingress protection class is IP54.

External equipment

Power unit

Two redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkheadmounting, protection class IP44.

14.1.1 Local control panel (LCP)Figure 14.2 Local control panel

Operational functions available at the LCP:

• Local start

• Local stop

• Local emergency stop

• Local shutdown reset

• Exhaust gas temperature selector switch



• Local mode selector switch with positions: blow, blocked, local and remote.

- Local: Engine start and stop can be done only at the local control panel.

- Remote: Engine can be started and stopped only remotely.

- Blow: In this position it is possible to perform a “blow” (an engine rotation check with indicatorvalves open and disabled fuel injection) by the start button.

- Blocked: Normal start of the engine is inhibited.

Parameters indicated at the LCP

• Engine speed

• Turbocharger speed

• Running hours

• Fuel oil pressure

• Lubricating oil pressure

• Starting air pressure

• Control air pressure

• Charge air pressure

• LT cooling water pressure

• HT cooling water pressure

• HT cooling water temperature

• Exhaust gas temperature after each cylinder, before and after the turbocharger

14.1.2 Engine safety systemThe engine safety system is based on hardwired logic with redundant design for safety-critical functions.The engine safety module handles fundamental safety functions, for example overspeed protection. It isalso the interface to the shutdown devices on the engine for all other parts of the control system.

Main features:

• Redundant design for power supply, speed inputs and shutdown solenoid control

• Fault detection on sensors, solenoids and wires

• Led indication of status and detected faults

• Digital status outputs

• Shutdown latching and reset

• Shutdown pre-warning

• Shutdown override (configuration depending on application)

• Analogue outputs for engine speed and turbocharger speed

• Adjustable speed switches

14.1.3 Power unitA power unit is delivered with each engine for separate installation. The power unit supplies DC power tothe electrical system on the engine and provides isolation from other DC systems onboard. The cabinet isdesigned for bulkhead mounting, protection degree IP44, max. ambient temperature 50 °C.

The power unit contains redundant power converters, each converter dimensioned for 100% load. At leastone of the two incoming supplies must be connected to a UPS. The power unit supplies the equipment onthe engine with 2 x 24 VDC.

Power supply from ship's system:

• Supply 1: 230 VAC / abt. 150 W



• Supply 2: 24 VDC / abt. 150 W.

Figure 14.3 Power unit

14.1.4 Cabling and system overviewThe following figure and table show typical system- and cable interface overview for the engine in mechan-ical propulsion and generating set applications.



Figure 14.4 UNIC C1 overview

Table 14.1 Typical amount of cables for UNIC C1

Cable types (typical)From <=> ToCable

11 x 2 x 0.75 mm2

9 x 2 x 0.75 mm2

32 x 0.75 mm2

22 x 0.75 mm2

Engine <=> alarm & monitoring systemA

1 x 2 x 0.75 mm2

1 x 2 x 0.75 mm2

1 x 2 x 0.75 mm2

14 x 0.75 mm2

10 x 0.75 mm2

Engine <=> propulsion control systemEngine <=> power management system / main switchboard

B

1 x 2 x 0.75 mm2Power unit <=> alarm & monitoring systemC

4 x 2.5 mm2 (power supply)Engine <=> power unitD

NOTE! Cable types and grouping of signals in different cables will differ depending on installation andcylinder configuration.

Power supply requirements are specified in section Power unit



Figure 14.5 Signal overview (Main engine)

Figure 14.6 Signal overview (Generating set)



14.2 UNIC C2UNIC C2 is a fully embedded and distributed engine management system, which handles all control functionson the engine; for example start sequencing, start blocking, speed control, load sharing, normal stops andsafety shutdowns.

The distributed modules communicate over a CAN-bus. CAN is a communication bus specifically developedfor compact local networks, where high speed data transfer and safety are of utmost importance.

The CAN-bus and the power supply to each module are both physically doubled on the engine for full re-dundancy.

Control signals to/from external systems are hardwired to the terminals in the main cabinet on the engine.Process data for alarm and monitoring are communicated over an Modbus TCP connection to externalsystems.

Figure 14.7 Architecture of UNIC C2

Equipment in the main cabinet on the engine:

Main Control Module handles all strategic control functions, for example start sequencing, startblocking and speed/load control.

MCM

Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeedor low lubricating oil pressure. The safety module is the interface to the shutdown devices on theengine for all other control equipment.

ESM

Local Control Panel is equipped with push buttons and switches for local engine control, as well asindication of running hours and safety-critical operating parameters.

LCP

Local Display Unit offers a set of menus for retrieval and graphical display of operating data, calculateddata and event history. The module also handles communication with external systems over ModbusTCP.

LDU

Power Distribution Module handles fusing, power distribution, earth fault monitoring and EMC filtrationin the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and controldevices.

PDM

Equipment locally on the engine:

Input/Output Module handles measurements and limited control functions in a specific area on theengine.

IOM

Sensors



Solenoids

Actuators

The above equipment is prewired on the engine. The ingress protection class is IP54.

External equipment

Power unit

Two redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkheadmounting, protection class IP44.

14.2.1 Local control panel and local display unit

Operational functions available at the LCP:

• Local start

• Local stop

• Local emergency stop

• Local shutdown reset

• Local mode selector switch with positions blow, blocked, local and remote

Positions:

- Local: Engine start and stop can be done only at the local control panel

- Remote: Engine can be started and stopped only remotely

- Blow: In this position it is possible to perform a “blow” (an engine rotation check with indicatorvalves open and disabled fuel injection) by the start button

- Blocked: Normal start of the engine is not possible

The LCP has back-up indication of the following parameters:

• Engine speed

• Turbocharger speed

• Running hours

• Lubricating oil pressure

• HT cooling water temperature

The local display unit has a set of menus for retrieval and graphical display of operating data, calculateddata and event history.



Figure 14.8 Local control panel and local display unit

14.2.2 Engine safety systemThe engine safety system is based on hardwired logic with redundant design for safety-critical functions.The engine safety module handles fundamental safety functions, for example overspeed protection. It isalso the interface to the shutdown devices on the engine for all other parts of the control system.

Main features:

• Redundant design for power supply, speed inputs and stop solenoid control

• Fault detection on sensors, solenoids and wires

• Led indication of status and detected faults

• Digital status outputs

• Shutdown latching and reset

• Shutdown pre-warning

• Shutdown override (configuration depending on application)

• Analogue outputs for engine speed and turbocharger speed

• Adjustable speed switches



14.2.3 Power unitA power unit is delivered with each engine for separate installation. The power unit supplies DC power tothe electrical system on the engine and provides isolation from other DC systems onboard. The cabinet isdesigned for bulkhead mounting, protection degree IP44, max. ambient temperature 50 °C.

The power unit contains redundant power converters, each converter dimensioned for 100% load. At leastone of the two incoming supplies must be connected to a UPS. The power unit supplies the equipment onthe engine with 2 x 24 VDC.

Power supply from ship's system:

• Supply 1: 230 VAC / abt. 150 W

• Supply 2: 24 VDC / abt. 150 W.

14.2.4 Cabling and system overviewFigure 14.9 UNIC C2 overview

Table 14.2 Typical amount of cables for UNIC C2

Cable types (typical)From <=> ToCable

3 x 2 x 0.75 mm2

1 x Ethernet CAT 5Engine <=> alarm & monitoring systemA

1 x 2 x 0.75 mm2

1 x 2 x 0.75 mm2

1 x 2 x 0.75 mm2

14 x 0.75 mm2

14 x 0.75 mm2

Engine <=> propulsion control systemEngine <=> power management system / main switchboard

B

2 x 0.75 mm2Power unit <=> alarm & monitoring systemC

2 x 2.5 mm2 (power supply)2 x 2.5 mm2 (power supply)

Engine <=> power unitD

NOTE! Cable types and grouping of signals in different cables will differ depending on installation andcylinder configuration.

Power supply requirements are specified in section Power unit.



Figure 14.10 Signal overview (Main engine)

Figure 14.11 Signal overview (Generating set)



14.3 Functions

14.3.1 StartThe engine has a pneumatic starting motor controlled by a solenoid valve. The solenoid valve can be ener-gized either locally with the start button, or from a remote control station. In an emergency situation it isalso possible to operate the valve manually.

Starting is blocked both pneumatically and electrically when the turning gear is engaged. Fuel injection isblocked when the stop lever is in stop position (conventional fuel injection).

Startblockings are handled by the system on the engine (main control module).

Startblockings

Starting is inhibited by the following functions:

• Turning gear engaged

• Stop lever in stop position

• Pre-lubricating pressure low

• Local engine selector switch in blocked position

• Stop or shutdown active

• External start blocking 1 (e.g. reduction gear oil pressure)

• External start blocking 2 (e.g. clutch position)

• Engine running

For restarting of a diesel generator in a blackout situation, start blocking due to low pre-lubricating oilpressure can be suppressed for 30 min.

14.3.2 Stop and shutdownNormal stop is initiated either locally with the stop button, or from a remote control station. The controldevices on the engine are held in stop position for a preset time until the engine has come to a completestop. Thereafter the system automatically returns to “ready for start” state, provided that no start blockfunctions are active, i.e. there is no need for manually resetting a normal stop.

Manual emergency shutdown is activated with the local emergency stop button, or with a remote emergencystop located in the engine control room for example.

The engine safety module handles safety shutdowns. Safety shutdowns can be initiated either independentlyby the safety module, or executed by the safety module upon a shutdown request from some other partof the automation system.

Typical shutdown functions are:

• Lubricating oil pressure low

• Overspeed

• Lubricating oil pressure low in reduction gear

Depending on the application it can be possible for the operator to override a shutdown. It is never possibleto override a shutdown due to overspeed or an emergency stop.

Before restart the reason for the shutdown must be thoroughly investigated and rectified.

14.3.3 Speed control

Main engines (mechanical propulsion)

The electronic speed control is integrated in the engine automation system. For single main engines withconventional fuel injection a fuel rack actuator with a mechanical-hydraulic backup governor is specified.Mechanical back-up can also be specified for twin screw vessels with one engine per propellershaft.



Mechanical back-up is not an option in installations with two engines connected to the same reductiongear.

The remote speed setting from the propulsion control is an analogue 4-20 mA signal. It is also possible toselect an operating mode in which the speed reference of the electronic speed control can be adjustedwith increase/decrease signals.

The electronic speed control handles load sharing between parallel engines, fuel limiters, and various othercontrol functions (e.g. ready to open/close clutch, speed filtering). Overload protection and control of theload increase rate must however be included in the propulsion control as described in the chapter Operatingranges.

Diesel generators

The electronic speed control is integrated in the engine automation system. Engine driven hydraulic fuelrack actuators are used on engines with conventional fuel injection.

The load sharing can be based on traditional speed droop, or handled independently by the speed controlunits without speed droop. The later load sharing principle is commonly referred to as isochronous loadsharing. With isochronous load sharing there is no need for load balancing, frequency adjustment, or gen-erator loading/unloading control in the external control system.

In a speed droop system each individual speed control unit decreases its internal speed reference when itsenses increased load on the generator. Decreased network frequency with higher system load causes allgenerators to take on a proportional share of the increased total load. Engines with the same speed droopand speed reference will share load equally. Loading and unloading of a generator is accomplished by ad-justing the speed reference of the individual speed control unit. The speed droop is normally 4%, whichmeans that the difference in frequency between zero load and maximum load is 4%.

In isochronous mode the speed reference remains constant regardless of load level. Both isochronous loadsharing and traditional speed droop are standard features in the speed control and either mode can beeasily selected. If the ship has several switchboard sections with tie breakers between the different sections,then the status of each tie breaker is required for control of the load sharing in isochronous mode.

14.4 Alarm and monitoring signalsThe number of sensors and signals may vary depending on the application. The actual configuration ofsignals and the alarm levels are found in the project specific documentation supplied for all contractedprojects.

The table below lists typical sensors and signals for ship's alarm and monitoring system. The signal typeis indicated for UNIC C1, which has a completely hardwired signal interface. UNIC C2 transmit informationover a Modbus communication link to the ship’s alarm and monitoring system.

Table 14.3 Typical sensors and signals

RangeSignal typeI/O typeDescriptionCode

0-16 bar4-20 mAAIFuel oil pressure, engine inletPT101

0-160 °CPT100AIFuel oil temp., engine inletTE101

on/offPot. freeDIFuel oil leakage, injection pipe (A-bank)LS103A

on/offPot. freeDIFuel oil pressure, safety filter differencePDS113

0-10 bar4-20 mAAILub. oil pressure, engine inletPT201

0-160 °CPT100AILub. oil temp., engine inletTE201

on/offPot. freeDILube Oil Level, Oil sumpLS204

0-2 bar4-20 mAAILube oil filter pressure differencePDT243

0-10 bar4-20 mAAILube oil pressure, TC A inletPT271

0-160 °CPT100AILube oil temp., TC A outletTE272

0-40 bar4-20 mAAIStarting air pressurePT301

0-40 bar4-20 mAAIControl air pressurePT311

0-6 bar4-20 mAAIHT water pressure, jacket inletPT401

0-160 °CPT100AIHT water temp., jacket inletTE401

0-160 °CPT100AIHT water temp., jacket outletTE402



RangeSignal typeI/O typeDescriptionCode

0-160 °CPT100AIHT water temp., jacket outletTEZ402

0-10 bar4-20 mAAILT water pressure, CAC inletPT471

0-160 °CPT100AILT water temp., LT CAC inletTE471

0-750 °C4-20 mAAIExhaust gas temp., cylinder A1 outlet...Exhaust gas temp., cylinder A9 outlet

TE5011A...

TE5091A

0-750 °C4-20 mAAIExhaust gas temp., TC A inletTE511

0-750 °C4-20 mAAIExhaust gas temp., TC A outletTE517

0-6 bar4-20 mAAICharge air pressure, CAC outletPT601

0-160 °CPT100AICharge air temp. engine inletTE601

on/offPot. freeDIAlarm, overspeed shutdownIS1741

on/offPot. freeDIAlarm, lub oil press. low shutdownIS2011

on/offPot. freeDIAlarm, red.gear lo press low shutdownIS7311

on/offPot. freeDIEmergency stopIS7305

on/offPot. freeDIEngine control system minor alarmNS881

on/offPot. freeDIAlarm, shutdown overrideIS7306

0-1200 rpm4-20 mAAIEngine speedSI196

0-75000 rpm4-20 mAAITurbocharger A speedSI518

on/offPot. freeDIStart failureIS875

on/offPot. freeDIPower supply failure

14.5 Electrical consumers

14.5.1 Motor starters and operation of electrically driven pumpsSeparators, preheaters, compressors and fuel feed units are normally supplied as pre-assembled units withthe necessary motor starters included. The engine turning device and various electrically driven pumps requireseparate motor starters. Motor starters for electrically driven pumps are to be dimensioned according tothe selected pump and electric motor.

Motor starters are not part of the control system supplied with the engine, but available as optional deliveryitems.

Pre-lubricating oil pump

The pre-lubricating oil pump must always be running when the engine is stopped. The pump shall startwhen the engine stops, and stop when the engine starts. The engine control system handles start/stop ofthe pump automatically via a motor starter.

It is recommended to arrange a back-up power supply from an emergency power source. Diesel generatorsserving as the main source of electrical power must be able to resume their operation in a black out situationby means of stored energy. Depending on system design and classification regulations, it may be permissibleto use the emergency generator.

Stand-by pump, lubricating oil (if installed) (2P04)

The engine control system starts the pump automatically via a motor starter, if the lubricating oil pressuredrops below a preset level when the engine is running. There is a dedicated sensor on the engine for thispurpose.

The pump must not be running when the engine is stopped, nor may it be used for pre-lubricating purposes.Neither should it be operated in parallel with the main pump, when the main pump is in order.



Stand-by pump, HT cooling water (if installed) (4P03)

The engine control system starts the pump automatically via a motor starter, if the cooling water pressuredrops below a preset level when the engine is running. There is a dedicated sensor on the engine for thispurpose.

Stand-by pump, LT cooling water (if installed) (4P05)

The engine control system starts the pump automatically via a motor starter, if the cooling water pressuredrops below a preset level when the engine is running. There is a dedicated sensor on the engine for thispurpose.

Circulating pump for preheater (4P04)

If the main cooling water pump (HT) is engine driven, the preheater pump shall start when the engine stops(to ensure water circulation through the hot engine) and stop when the engine starts. The engine controlsystem handles start/stop of the pump automatically via a motor starter.

Sea water pumps (4P11)

The pumps can be stopped when all engines are stopped, provided that cooling is not required for otherequipment in the same circuit.

Lubricating oil separator (2N01)

Continuously in operation.

Feeder/booster unit (1N01)

Continuously in operation.



15. FoundationEngines can be either rigidly mounted on chocks, or resiliently mounted on rubber elements. If resilientmounting is considered, Wärtsilä must be confirmed about excitations such as propeller blade passingfrequency. Dynamic forces caused by the engine are listed in chapter Vibration and noise.

15.1 Steel structure designThe system oil tank may not extend under the reduction gear, if the engine is of dry sump type and the oiltank is located beneath the engine foundation. Neither should the tank extend under the support bearing,in case there is a PTO arrangement in the free end. The oil tank must also be symmetrically located intransverse direction under the engine.

The foundation and the double bottom should be as stiff as possible in all directions to absorb the dynamicforces caused by the engine, reduction gear and thrust bearing. The foundation should be dimensionedand designed so that harmful deformations are avoided.

The foundation of the driven equipment must be integrated with the engine foundation.

15.2 Mounting of main engines

15.2.1 Rigid mountingMain engines can be rigidly mounted to the foundation either on steel chocks or resin chocks.

Prior to installation the shipyard must send detailed plans and calculations of the chocking arrangementto the classification society and to Wärtsilä for approval.

The engine has four feet integrated to the engine block. There are two Ø22 mm holes for M20 holding downbolts and a threaded M16 hole for a jacking screw in each foot. The Ø22 holes in the seating top plate forthe holding down bolts can be drilled though the holes in the engine feet. In order to avoid bending stressin the bolts and to ensure proper fastening, the contact face underneath the seating top plate should becounterbored.

Holding down bolts are through-bolts with lock nuts. Selflocking nuts are acceptable, but hot dip galvanizedbolts should not be used together with selflocking (nyloc) nuts. Two of the holding down bolts are fittedbolts and the rest are clearance (fixing) bolts. The fixing bolts are M20 8.8 bolts according DIN 931, orequivalent. The two Ø23 H7/m6 fitted bolts are located closest to the flywheel, one on each side of theengine. The fitted bolts must be designed and installed so that a sufficient guiding length in the seating topplate is achieved, if necessary by installing a distance sleeve between the seating top plate and the lowernut. The guiding length in the seating top plate should be at least equal to the bolt diameter. The fitted boltsshould be made from a high strength steel, e.g. 42CrMo4 or similar and the bolt should have a reducedshank diameter above the guiding part in order to ensure a proper elongation. The recommended shankdiameter for the fitted bolts is 17 mm.

The tensile stress in the bolts is allowed to be max. 80% of the material yield strength and the equivalentstress during tightening should not exceed 90% of the yield strength.

Lateral supports must be installed for all engines. One pair of supports should be located at the free endand one pair (at least) near the middle of the engine. The lateral supports are to be welded to the seatingtop plate before fitting the chocks. The wedges in the supports are to be installed without clearance, whenthe engine has reached normal operating temperature. The wedges are then to be secured in position withwelds. An acceptable contact surface must be obtained on the wedges of the supports.

Resin chocks

The recommended dimensions of resin chocks are 150 x 400 mm. The total surface pressure on the resinmust not exceed the maximum value, which is determined by the type of resin and the requirements of theclassification society. It is recommended to select a resin that has a type approval from the relevant classi-fication society for a total surface pressure of 5 N/mm2. (A typical conservative value is ptot 3.5 N/mm2).

During normal conditions, the support face of the engine feet has a maximum temperature of about 75°C,which should be considered when selecting the type of resin.

The bolts must be made as tensile bolts with a reduced shank diameter to ensure sufficient elongationsince the bolt force is limited by the permissible surface pressure on the resin. For a given bolt diameter


Product Guide15. Foundation

the permissible bolt tension is limited either by the strength of the bolt material (max. stress 80% of theyield strength), or by the maximum permissible surface pressure on the resin.

Steel chocks

The top plates of the foundation girders are to be inclined outwards with regard to the centre line of theengine. The inclination of the supporting surface should be 1/100 and it should be machined so that acontact surface of at least 75% is obtained against the chocks.

Recommended size of the chocks are 115 x 170 mm at the position of the fitted bolts (2 pieces) and 115x 190 mm at the position of the fixing bolts (6 pieces). The design should be such that the chocks can beremoved, when the lateral supports are welded to the foundation and the engine is supported by the jackingscrews. The chocks should have an inclination of 1:100 (inwards with regard to the engine centre line). Thecut out in the chocks for the fixing bolts shall be 24...26 mm (M20 bolts), while the hole in the chocks forthe fitted bolts shall be drilled and reamed to the correct size (ø23 H7) when the engine is finally aligned tothe reduction gear.

The design of the holding down bolts is shown in figure Chocking of main engines (2V69A0238b). The boltsare designed as tensile bolts with a reduced shank diameter to achieve a large elongation, which improvesthe safety against loosening of the nuts.

Steel chocks with adjustable height

As an alternative to resin chocks or conventional steel chocks it is also permitted to install the engine onadjustable steel chocks. The chock height is adjustable between 30...50 mm for the approved type of chock.There must be a chock of adequate size at the position of each holding down bolt.

Figure 15.1 Main engine seating, view from above (DAAE017514a)

Dimensions [mm]Engine

ZLHGFEDCBA

155148014701360106093059046016050W 4L20

1552080207019601660153059046016050W 6L20

1552680237022601960183059046016050W 8L20

1552980267025602260213059046016050W 9L20



Figure 15.2 Main engine seating, side and end view (DAAE017514a)

(D) Dry sump [mm](D) Wet sump [mm](D) Deep sump[mm]

Engine type

-400-W 4L20

300300500W 6L, 8L, 9L20

Figure 15.3 Chocking of main engines (2V69A0238b)



15.2.2 Resilient mountingIn order to reduce vibrations and structure borne noise, main engines can be resiliently mounted on rubbermounts. The transmission of forces emitted by a resiliently mounted engine is 10-20% compared to a rigidlymounted engine.

For resiliently mounted engines a speed range of 750-1000 rpm is generally available.

Conical rubber mounts are used in the normal mounting arrangement and additional buffers are thus notrequired. A different mounting arrangement can be required for wider speed ranges (e.g. FPP installations).

Resilient mounting is not available for W 4L20 engines.

Figure 15.4 Resilient mounting (DAAE003263)

(D) Dry sump [mm](D) Wet sump [mm](D) Deep sump[mm]

Engine type

625625825W 6L, 8L, 9L20



15.3 Mounting of generating sets

15.3.1 Generator feet designFigure 15.5 Instructions for designing the feet of the generator and the distance between its holding down bolt(4V92F0134c)

15.3.2 Resilient mountingGenerating sets, comprising engine and generator mounted on a common base frame, are usually installedon resilient mounts on the foundation in the ship.

The resilient mounts reduce the structure borne noise transmitted to the ship and also serve to protect thegenerating set bearings from possible fretting caused by hull vibration.



The number of mounts and their location is calculated to avoid resonance with excitations from the gener-ating set engine, the main engine and the propeller.

NOTE! To avoid induced oscillation of the generating set, the following data must be sent by the shipyardto Wärtsilä at the design stage:

• main engine speed [rpm] and number of cylinders

• propeller shaft speed [rpm] and number of propeller blades

The selected number of mounts and their final position is shown in the generating set drawing.

Figure 15.6 Recommended design of the generating set seating (3V46L0720e)

15.3.3 Rubber mountsThe generating set is mounted on conical resilient mounts, which are designed to withstand both compressionand shear loads. In addition the mounts are equipped with an internal buffer to limit movements of thegenerating set due to ship motions. Hence, no additional side or end buffers are required.

The rubber in the mounts is natural rubber and it must therefore be protected from oil, oily water and fuel.

The mounts should be evenly loaded, when the generating set is resting on the mounts. The maximumpermissible variation in compression between mounts is 2.0 mm. If necessary, chocks or shims should beused to compensate for local tolerances. Only one shim is permitted under each mount.

The transmission of forces emitted by the engine is 10-20% when using conical mounts.



Figure 15.7 Rubber mounts (3V46L0706a)

15.4 Flexible pipe connectionsWhen the engine or the generating set is resiliently installed, all connections must be flexible and no gratingnor ladders may be fixed to the generating set. When installing the flexible pipe connections, unnecessarybending or stretching should be avoided. The external pipe must be precisely aligned to the fitting or flangeon the engine. It is very important that the pipe clamps for the pipe outside the flexible connection mustbe very rigid and welded to the steel structure of the foundation to prevent vibrations, which could damagethe flexible connection.



16. Vibration and NoiseWärtsilä 20 generating sets comply with vibration levels according to ISO 8528-9. Main engines complywith vibration levels according to ISO 10816-6 Class 5.

16.1 External forces and couplesSome cylinder configurations produce external forces and couples. These are listed in the tables below.

The ship designer should avoid natural frequencies of decks, bulkheads and superstructures close to theexcitation frequencies. The double bottom should be stiff enough to avoid resonances especially with therolling frequencies.

Figure 16.1 Coordinate system

Table 16.1 External forces

Fz [kN]Frequency [Hz]Speed [rpm]Engine

561

3060

900W 4L20

691

33.367

1000

260900W 8L20

366.71000

FZ = 0, FY = 0 and FX = 0 for 6 and 9 cylinder engines

Table 16.2 External couples

MZ [kNm]Frequency [Hz]MY [kNm]Frequency [Hz]Speed [rpm]Engine

71574.80.4

153060

900W 9L20

8.616.78.65.90.5

16.733.366.7

1000

MZ = 0, MY = 0 for 4, 6 and 8 cylinder engines


Product Guide16. Vibration and Noise

16.1.1 Torque variations

Table 16.3 Rolling moments at 100% load

MX [kNm]Frequency [Hz]MX [kNm]Frequency [Hz]MX [kNm]Frequency [Hz]Speed[rpm]

Engine

3.53.5

90100

9.89.6

6066.7

9.96.6

3033.3

9001000

W 4L20

0.40.4

135200

5.25.2

90100

15.413.4

4550

9001000

W 6L20

0.50.5

180200

1.51.5

120133

19.619.3

6066.7

9001000

W 8L20

0.40.4

203225

0.60.7

135150

17.817.7

67.575

9001000

W 9L20

Table 16.4 Rolling moments at 0 % load

MX [kNm]Frequency [Hz]MX [kNm]Frequency [Hz]MX [kNm]Frequency [Hz]Speed[rpm]

Engine

0.90.9

90100

1.41.3

6066.7

1013

3033.3

9001000

W 4L20

0.40.4

135150

1.31.3

90100

4.76.8

4550

9001000

W 6L20

--

--

0.70.7

120133

2.82.6

6066.7

9001000

W 8L20

--

--

0.50.5

135150

3.63.6

67.575

9001000

W 9L20

16.2 Mass moments of inertiaThe mass-moments of inertia of the propulsion engines (including flywheel, coupling outer part and damper)are typically as follows:

J [kgm²]Engine

90...120W 4L20

90...150W 6L20

110...160W 8L20

100...170W 9L20



16.3 Structure borne noiseFigure 16.2 Main engines, typical structure borne noise levels above and below resilient mounts (DAAB814306)

Figure 16.3 Generating sets, typical structure borne noise levels above and below resilient mounts (DBAB120103)



16.4 Air borne noiseThe airborne noise of the engine is measured as a sound power level according to ISO 9614-2. The resultsare presented with A-weighing in octave bands, reference level 1 pW. Two values are given; a minimumvalue and a 90% value. The minimum value is the smallest sound power level found in the measurements.The 90% level is such that 90% of all measured values are below this figure.

Figure 16.4 Sound power levels



17. Power Transmission

17.1 Flexible couplingThe power transmission of propulsion engines is accomplished through a flexible coupling or a combinedflexible coupling and clutch mounted on the flywheel. The crankshaft is equipped with an additional shieldbearing at the flywheel end. Therefore also a rather heavy coupling can be mounted on the flywheel withoutintermediate bearings.

The type of flexible coupling to be used has to be decided separately in each case on the basis of the tor-sional vibration calculations.

In case of two bearing type generator installations a flexible coupling between the engine and the generatoris required.

17.1.1 Connection to generatorFigure 17.1 Connection engine/single bearing generator (2V64L0071)


Product Guide17. Power Transmission

Figure 17.2 Connection engine/two-bearing generator (4V64F0001a)

Dimensions [mm]Engine

min DKLD1

130140150120W 4L20

160180190150W 6L20

160180190150W 8L20

160180190150W 9L20

17.2 ClutchIn many installations the propeller shaft can be separated from the diesel engine using a clutch. The useof multiple plate hydraulically actuated clutches built into the reduction gear is recommended.

A clutch is required when two or more engines are connected to the same driven machinery such as a re-duction gear.

To permit maintenance of a stopped engine clutches must be installed in twin screw vessels which canoperate on one shaft line only.

17.3 Shaft locking deviceTo permit maintenance of a stopped engine clutches must be installed in twin screw vessels which canoperate on one shaft line only. A shaft locking device should also be fitted to be able to secure the propellershaft in position so that wind milling is avoided. This is necessary because even an open hydraulic clutchcan transmit some torque. Wind milling at a low propeller speed (<10 rpm) can due to poor lubricationcause excessive wear of the bearings

The shaft locking device can be either a bracket and key or an easier to use brake disc with calipers. Inboth cases a stiff and strong support to the ship’s construction must be provided.



Figure 17.3 Shaft locking device and brake disc with calipers

17.4 Power-take-off from the free endAt the free end a shaft connection as a power take off can be provided. If required full output can be takenfrom the PTO shaft.

Figure 17.5 PTO alternative 2 (DAAE079045)Figure 17.4 PTO alternative 1 (DAAE079074)

Dimensions [mm]Rating [kW] 1)

FECBAD2D1

1082809708606101701001700

1183009908806301851102200

Dimensions [mm]Rating [kW] 1)

AD1

10580700

1501202300

External support bearing is not possible for resiliently mounted en-gines.

Rating is dependent on coupling hub. Max. output mayalso be restricted due to max coupling weight 135 kg.1320 kW always accepted.

1) PTO shaft design rating, engine output may be lower



17.5 Input data for torsional vibration calculationsA torsional vibration calculation is made for each installation. For this purpose exact data of all componentsincluded in the shaft system are required. See list below.

Installation

• Classification

• Ice class

• Operating modes

Reduction gear

A mass elastic diagram showing:

• All clutching possibilities

• Sense of rotation of all shafts

• Dimensions of all shafts

• Mass moment of inertia of all rotating parts including shafts and flanges

• Torsional stiffness of shafts between rotating masses

• Material of shafts including tensile strength and modulus of rigidity

• Gear ratios

• Drawing number of the diagram

Propeller and shafting

A mass-elastic diagram or propeller shaft drawing showing:

• Mass moment of inertia of all rotating parts including the rotating part of the OD-box, SKF couplingsand rotating parts of the bearings

• Mass moment of inertia of the propeller at full/zero pitch in water

• Torsional stiffness or dimensions of the shaft

• Material of the shaft including tensile strength and modulus of rigidity

• Drawing number of the diagram or drawing

Main generator or shaft generator

A mass-elastic diagram or an generator shaft drawing showing:

• Generator output, speed and sense of rotation

• Mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft

• Torsional stiffness or dimensions of the shaft

• Material of the shaft including tensile strength and modulus of rigidity

• Drawing number of the diagram or drawing

Flexible coupling/clutch

If a certain make of flexible coupling has to be used, the following data of it must be informed:

• Mass moment of inertia of all parts of the coupling

• Number of flexible elements

• Linear, progressive or degressive torsional stiffness per element

• Dynamic magnification or relative damping

• Nominal torque, permissible vibratory torque and permissible power loss

• Drawing of the coupling showing make, type and drawing number

Operational data

• Operational profile (load distribution over time)



• Clutch-in speed

• Power distribution between the different users

• Power speed curve of the load

17.6 Turning gearThe engine can be turned with a manual ratchet tool after engaging a gear wheel on the flywheel gear rim.The ratchet tool is provided with the engine.



18. Engine Room Layout

18.1 Crankshaft distancesMinimum crankshaft distances have to be followed in order to provide sufficient space between enginesfor maintenance and operation.

Figure 18.1 Minimum crankshaft distances, main engine (DAAE006291)

Figure 18.2 Minimum crankshaft distances, generating sets (DAAE007434a)

F [mm]E [mm]Engine

1270/14201970/2020W 4L20

1270/14201970/2020W 6L20

14202020W 8L20

14202020W 9L20

E = Min. distance between engines dependent on common base frame

F = Width of the common base frame dependent on width of the generator


Product Guide18. Engine Room Layout

18.2 Space requirements for maintenance

18.2.1 Working space reservationThe required working space around the engine is mainly determined by the dismounting dimensions ofsome engine components, as well as space requirement of some special tools. It is especially importantthat no obstructive structures are built next to engine driven pumps, as well as camshaft and crankcasedoors.

However, also at locations where no space is required for any engine part dismounting, a minimum of 1000mm free space everywhere around the engine is recommended to be reserved for maintenance operations.

18.2.2 Lifting equipmentIt is essential for efficient and safe working conditions that the lifting equipment are applicable for the joband they are correctly dimensioned and located.

The required engine room height depends on space reservation of the lifting equipment and also on thelifting and transportation arrangement. The minimum engine room height can be achieved if there is enoughtransversal and longitudinal space, so that there is no need to transport parts over insulation box or rockercovers.

Separate lifting arrangement for overhauling turbocharger is required (unless overhead travelling crane,which also covers the turbocharger is used). Turbocharger lifting arrangement is usually best handled witha chain block on a rail located above the turbocharger axis.

18.3 Transportation and storage of spare parts and toolsTransportation arrangement from engine room to storage and workshop has to be prepared for heavy enginecomponents. This can be done with several chain blocks on rails or alternatively utilising pallet truck ortrolley. If transportation must be carried out using several lifting equipment, coverage areas of adjacentcranes should be as close as possible to each other.

Engine room maintenance hatch has to be large enough to allow transportation of main components to/fromengine room.

It is recommended to store heavy engine components on slightly elevated adaptable surface e.g. woodenpallets. All engine spare parts should be protected from corrosion and excessive vibration.

On single main engine installations it is important to store heavy engine parts close to the engine to makeoverhaul as quick as possible in an emergency situation.

18.4 Required deck area for service workDuring engine overhaul some deck area is required for cleaning and storing dismantled components. Sizeof the service area is dependent of the overhauling strategy chosen, e.g. one cylinder at time, one bank attime or the whole engine at time. Service area should be plain steel deck dimensioned to carry the weightof engine parts.



Figure 18.3 Service space for engines with turbocharger in driving end (1V69C0301b)

9L8L6LService spaces in mm

1800Height for overhauling piston and connecting rodA1

2300Height for transporting piston and connecting rod freely over adjacent cylinder head coversA2

240024002300Height for transporting piston and connecting rod freely over exhaust gas insulation boxA3

1200Width for dismantling charge air cooler and air inlet box sideways by using lifting toolB1

1580Height of the lifting eye for the charge air cooler lifting toolB2

390Recommended lifting point for charge air cooler lifting toolB3


800 / 560Removal of main bearing side screw, flexible / rigid mountingC1

635Distance needed for dismantling lubricating oil and water pumpsD1

With PTO: lenght + 515Without PTO: 650

Distance needed for dismantling pump cover with fitted pumpsE1

710710650The recommended axial clearance for dismantling and assembly of silencers. Minimum axial clearance: 100 mm (F2)F1

11701170990Recommended distance for dismantling the gas outlet elbowF3

300Recommended lifting point for the turbochargerG1

345Recommended lifting point sideways for the turbochargerG2

1250Width for dismantling lubricating oil module and/or plate coolerH1

445Recommended lifting point for dismantling lubricating oil module and/or plate coolerH2

1045Recommended lifting point sideways for dismantling lubricating oil module and/or plate coolerH3

130013001000Camshaft overhaul distance (free end)I1

130013001000Camshaft overhaul distance (flywheel end)I2

1783Space necessary for access to the connection boxJ1



Figure 18.4 Service space for engines with turbocharger in free end (1V69C0302b)

9L8L6L4LService spaces in mm








800 / 560Removal of main bearing side screw, flexible / rigid mountingC1

635Distance for dismantling lubricating oil and water pumpD1

With PTO: lenght + 515Without PTO: 650

Distance for dismantling pump cover with fitted pumpsE1

750750650590The recommended axial clearance for dismantling and assembly of silencers. Minimum axial clearance: 100 mm (F2)F1




1250Width for dismantling lubricating oil module and/or plate coolerH1

445Recommended lifting point for dismantling lubricating oil module and/or plate coolerH2

1045Recommended lifting point sideways for dismantling lubricating oil module and/or plate coolerH3



1825Space necessery for access to the connection boxJ1



Figure 18.5 Service space for W20 generating sets (DAAE006367)

9L8L6L4LService spaces in mm








560Width for removing main bearing side screwC1

635Distance needed to dismantle lube oil and water pumpD1

650Distance needed to dismantle pump cover with fitted pumpsE1

750750650590The recommended axial clearance for dismantling and assembly of silencers Minimum axial clearance: 100 mm (F2)F1




1250 (and/or plate cooler)Width for dismantling lube oil moduleH1

445 (and/or plate cooler)Recommended lifting point for dismantling lube oil moduleH2

1045 (and/or plate cooler)Recommended lifting point sideways for dismantling lube oil moduleH3



1762Space necessary for access to the connection boxJ1

500Service space for generatorK1



19. Transport Dimensions and Weights

19.1 Lifting of enginesFigure 19.1 Lifting of main engines (3V83D0285c)

Wet sumpDry sumpL [mm]Engine

B [mm]A [mm]B [mm]A [mm]

6007256007252600W 4L20

6758246006243200W 6L20

6758246006243500W 8L20

6758246006244100W 9L20

Figure 19.2 Lifting of generating sets (3V83D0300c)


Product Guide19. Transport Dimensions and Weights

19.2 Engine components

19.2.1 Turbocharger and cooler inserts

Charge air coolerTurbochargerEngine

Weight [kg]G [mm]E [mm]D [mm]Weight [kg]C [mm]B [mm]A [mm]

120340285616150480576945W 4L20

1603803456262155686361097W 6L20

1603803456263406757601339W 8L20

1603803456263406677731339W 9L20

Lubricating oil cooler insertEngine

Weight [kg]L [mm]J [mm]H [mm]

80396896150W 4L20

100396896196W 6L20

125396896247W 8L20

140396896275W 9L20



19.2.2 Major spare partsFigure 19.3 Major spare parts (4V92L1283)



20. Product Guide AttachmentsThis and other product guides can be accessed on the internet, from the Business Online Portal atwww.wartsila.com. Product guides are available both in web and PDF format. Drawings are available inPDF and DXF format, and in near future also as 3D models. Consult your sales contact at Wärtsilä to getmore information about the product guides on the Business Online Portal.

The attachments are not available in the printed version of the product guide.


Product Guide20. Product Guide Attachments

21. ANNEX

21.1 Unit conversion tablesThe tables below will help you to convert units used in this product guide to other units. Where the conversionfactor is not accurate a suitable number of decimals have been used.

Table 21.2 Mass conversion factors

Multiply byToConvert from

2.205lbkg

35.274ozkg

Table 21.1 Length conversion factors


0.0394inmm

0.00328ftmm

Table 21.4 Volume conversion factors


61023.744in3m3

35.315ft3m3

219.969Imperial gallonm3

264.172US gallonm3

1000l (litre)m3

Table 21.3 Pressure conversion factors


0.145psi (lbf/in2)kPa

20.885lbf/ft2kPa

4.015inch H2OkPa

0.335foot H2OkPa

101.972mm H2OkPa

Table 21.6 Moment of inertia and torque conversion factors


23.730lbft2kgm2

737.562lbf ftkNm

Table 21.5 Power conversion factors


1.360hp (metric)kW

1.341US hpkW

Table 21.8 Flow conversion factors


4.403US gallon/minm3/h (liquid)

0.586ft3/minm3/h (gas)

Table 21.7 Fuel consumption conversion factors


0.736g/hphg/kWh

0.00162lb/hphg/kWh

Table 21.10 Density conversion factors


0.00834lb/US gallonkg/m3

0.01002lb/Imperial gallonkg/m3

0.0624lb/ft3kg/m3

Table 21.9 Temperature conversion factors

CalculateToConvert from

F = 9/5 *C + 32F°C

K = C + 273.15K°C

21.1.1 Prefix

Table 21.11 The most common prefix multipliers

FactorSymbolName

1012Ttera

109Ggiga

106Mmega

103kkilo

10-3mmilli

10-6μmicro

10-9nnano


Product Guide21. ANNEX

21.2 Collection of drawing symbols used in drawingsFigure 21.1 List of symbols (DAAE000806c)


Product Guide21. ANNEX


Product Guide

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WÄRTSILÄ® is a registered trademark. Copyright © 2009 Wärtsilä Corporation.

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009

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Wärtsilä is a global leader in complete lifecycle power solutions

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innovation and total efficiency, Wärtsilä maximises the environmental

and economic performance of the vessels and power plants of its

customers. Wärtsilä is listed on the NASDAQ OMX Helsinki, Finland.

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